Independence Duke User manual

Owner´s manual
acro-paraglider
“Duke”
19.09.2007
Fly market GmbH & Co. KG
Pröbstener Str. 15
D-87637 Eisenberg
Tel.: [phone]
Fax: [phone]
Email: [e-mail]
gliders for real pilots
independence
www.independence-world.com

23
1. Dear independence pilot
It is our pleasure to welcome you to the world of Independence pilots.The new acro-paraglider “Duke”
was designed for well experienced pilots, who expect a maximum of performance and dynamic of a
special designed aerobatic-wing. The „Duke“ distinguishes itself through an excellent handling in
combination with very high dynamic. Points which are absolutely neccessary to fly aerobatics with a
paraglider, but also require above-averaged pilot´s skills. Like every paraglider the “Duke” has its own
characteristics. To ensure your best possible flying experience we provide this manual.
2. Important information:
It is most important that you read this manual before flying your new “Duke”!
The independence Duke does not have a DHV, AFNOR, DAEC, CEN or
any other certification!
You are not allowed to fly the independence “Duke” without reading this manual first.
New paragliders must be flown by the seller first. This flight must be acknowledged in the protocol by
signature and date.
The Duke must only be flown in combination with an authorised rescue system and
harness. The pilot is responsible for pre-flight checks and condition of his/her equipment.
Fly market GmbH & Co. Kg is not liable for any compensation resulting from using the
independence “Duke”
Using the independence “Duke” is on your own risk!
Paragliding is an extremely dangerous activity that can and often does result in
serious injury or death. The designer, manufacturer, distributor, wholesaler and
retailer cannot and will not guarantee your safety when using this paraglider.
Moreover acro-flying with paragliders is illegal in some countries (for example
Germany and Austria).
3. Target Group:
The independence Duke is a special acro-paraglider for flying aerobatics. It´s designed for
experienced pilots with very high pilot´s skills. Because the independence Duke does not have a
DHV, AFNOR, DAEC, CEN or any other certification, you use it completely on your own risk!
We recommend that every pilot should play with the paraglider on the ground (ground handling) as
much as possible. Attending an over water safety clinic (SIV) is also advisable. Perfect control of the
paraglider on the ground and in the air is the key to flying fun and the best way to ensure accident free
flying.
gliders for real pilots
independence
www.independence-world.com
gliders for real pilots
independence
www.independence-world.com
Table of Contents:
1. Dear Independence Pilot
2. Important information
3. Target group
4. The Duke’s construction and development
5. Material specification
6. Technical specification
7. How to check your paraglider
8. How to adjust the steering lines
9. In flight
9.1 The harness
9.2 Take-off preparation
9.3 Take-off run
9.4 Level flight
9.5 Accelerated flight
9.6 Turning
9.7 Landing
10. Towing
11 Paramotoring
12. Flying manoeuvres
12.1 Asymmetric stall
12.2 Cravats
12.3 Symmetric or Front tuck
12.4 Parachutal stall
12.5 B-line stall
12.6 Steep spirals
12.7 Big Ears
12.8 Full stall
12.9 Negative spins
12.10 Wingovers
12.11 Emergency steering
13 Summary
14 Care and storage
15.1 Single line length Duke
16.1 Total line length Duke
G:WARNIN
Pgi aeaty t n ft n d srusnr o d h eie
araglidins an extremely d ng rous ctivi tha ca and oe oe es lt in erious i ju yreat . Th des gn r,
m n ct ,i b o e teo n i t g n eyo s ft h s a ea ufa urer d stri utor,wh lesal r and re ail r cann t adw ll nouara t e ura e y wen usingthi par glid r. You
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Pr l re a d s e re o d i,rt d , g,a,w n , s s o ha ag iders quire careful n con ist nt ca .Overtime, s lar ra iat on di , ust rease w ter i dtres , and ter
va l ld r h r o a t eg d ,t e n s i u e . a e wnriab eswil eg adet epe f rm nceandsafetyof hil er hrebyicreasingtheri kofnj ryord ath Redth oer's
nloep ra l e f re yo . l a l t n o gh n a i rma ua f th a g id r be o u fly A w ys weara he me a d protective cl thinw enflyiga p ragl de.

23
1. Dear independence pilot
It is our pleasure to welcome you to the world of Independence pilots.The new acro-paraglider “Duke”
was designed for well experienced pilots, who expect a maximum of performance and dynamic of a
special designed aerobatic-wing. The „Duke“ distinguishes itself through an excellent handling in
combination with very high dynamic. Points which are absolutely neccessary to fly aerobatics with a
paraglider, but also require above-averaged pilot´s skills. Like every paraglider the “Duke” has its own
characteristics. To ensure your best possible flying experience we provide this manual.
2. Important information:
It is most important that you read this manual before flying your new “Duke”!
The independence Duke does not have a DHV, AFNOR, DAEC, CEN or
any other certification!
You are not allowed to fly the independence “Duke” without reading this manual first.
New paragliders must be flown by the seller first. This flight must be acknowledged in the protocol by
signature and date.
The Duke must only be flown in combination with an authorised rescue system and
harness. The pilot is responsible for pre-flight checks and condition of his/her equipment.
Fly market GmbH & Co. Kg is not liable for any compensation resulting from using the
independence “Duke”
Using the independence “Duke” is on your own risk!
Paragliding is an extremely dangerous activity that can and often does result in
serious injury or death. The designer, manufacturer, distributor, wholesaler and
retailer cannot and will not guarantee your safety when using this paraglider.
Moreover acro-flying with paragliders is illegal in some countries (for example
Germany and Austria).
3. Target Group:
The independence Duke is a special acro-paraglider for flying aerobatics. It´s designed for
experienced pilots with very high pilot´s skills. Because the independence Duke does not have a
DHV, AFNOR, DAEC, CEN or any other certification, you use it completely on your own risk!
We recommend that every pilot should play with the paraglider on the ground (ground handling) as
much as possible. Attending an over water safety clinic (SIV) is also advisable. Perfect control of the
paraglider on the ground and in the air is the key to flying fun and the best way to ensure accident free
flying.
gliders for real pilots
independence
www.independence-world.com
gliders for real pilots
independence
www.independence-world.com
Table of Contents:
1. Dear Independence Pilot
2. Important information
3. Target group
4. The Duke’s construction and development
5. Material specification
6. Technical specification
7. How to check your paraglider
8. How to adjust the steering lines
9. In flight
9.1 The harness
9.2 Take-off preparation
9.3 Take-off run
9.4 Level flight
9.5 Accelerated flight
9.6 Turning
9.7 Landing
10. Towing
11 Paramotoring
12. Flying manoeuvres
12.1 Asymmetric stall
12.2 Cravats
12.3 Symmetric or Front tuck
12.4 Parachutal stall
12.5 B-line stall
12.6 Steep spirals
12.7 Big Ears
12.8 Full stall
12.9 Negative spins
12.10 Wingovers
12.11 Emergency steering
13 Summary
14 Care and storage
15.1 Single line length Duke
16.1 Total line length Duke
G:WARNIN
Pgiaesatytnftndsreunsonrodheie
araglidinsanextremelydngrouctivithacaandoeoesltierius ijuyreat.Thdesgnr,
mnct,iboeteonwitgneyosfthisaieoa ufaurerdstriutor, whlesalrandreailrcanntadllnouarateuraey w enusngthipargldr.Yu
amdhfyido,clgh,insnanddneoyofy
loneust jugetelngconitinsinudinweaterwnd,cogetio,lunchigareas, anlanigareabfreul.
Pralreadsereodi,drtd,g,a,wn,ssnoh
agidersquirecarefulnconist ntca.Overtime,slarraiatoni,ust rease wteridtres,adter
valldrhroategd,teynsiue.aewn
riabeswileg adetepefrmnceandsafetyofhilerhrebicreasingtherikofnjryordathRedtho er's
nloepralefreyol.laltnohgwhnair
ma uafthagidrbeoufyAwyswearahemeadprotectivecltinenflyigapraglde.

45
4. Construction and development of the “Duke”:
The “Duke” consists of 56 cells, of which every third is attached to a line. The V-bands ensure that the
load on the line attachments is spread onto the adjoining ribs. This results in fewer lines without loss
of airfoil shape, whilst maintaining profile integrity, and canopy stability. The resistance of the lines in
the air is thus reduced as well as providing easier sorting of the lines before take off.
We have used the best and up to date technical equipment to develop the “Duke”. 3D models were
built on the computer and tests were simulated before production. All parts are tailored by
computerised cutting machines and printed with inscriptions. Our development team has more
than 15 years of experience in developing and producing paragliders and are supported by
experienced test pilots.
For computer freaks: We use a P3 multiprocessor workstation with two monitors. The cutting
plotters are controlled by a SGI workstation. Our FlyCAD2000 program was specially developed
for paraglider construction, is written in C++/Arx and is updated regularly. It is now used by
nearly all other manufacturers. The “Duke” is a new milestone in the field of acro-gliders.
5. Material Data:
The canopies of our paragliders are made of Porcher Marine Skytex Ripstop Nylon material with an
E77 coating. A filament net is woven into this material which prevents ripping and increases the
tensile strength along the seams. The polyurethane coating makes the material water proof and UV-
resistant. The material used for the lines is Edelrid HMA Aramid, these are made of a special Aramid
formula and have been tried in multiple snapping and load tests.
6. Technical Data:
Size acro
Size factor % 100
Surface area flat m² 19,29
Wingspan flat m 10,51
Aspect ratio A/R 5,72
Weight kg 5,0
Number of cells No. 56
Take off weight min. Kg 65,0
Take off weight max. Kg 105,0
DHV Kat. No certification!
7. How to check your paraglider:
Every paraglider delivered is tested and measured by us. Nevertheless we advise you to check your
paraglider for the following criteria. You should also follow these instruction after a long intensive
flight or an accident on landing, eg: tree landing.
Check:
the seams where the lines attach, and the canopy for any damage.
that all the lines have been sewn correctly and are free of damage
that all the line locks have been screwed up properly and the plastic inlets are tight
that all ribs and V-attachments are free of rips
Every fault no matter how small must be checked and repaired by a professional. A damaged
paraglider is not air-worthy.
8. Steering/brake lines
The two steering/brake lines lead up to a line cascade which is fixed to the trailing edge. On the
risers the steering lines run through a pulley and are connected to a handle. These handles are
fixed to the risers with a push button when not in use. The length of the steering lines is set
correctly at the factory. They have to have at least 5cm of free play and must only be adjusted by
a qualified flying instructor or the dealer. The improper adjustment of the steering lines can cause
severe changes to inflight behaviour.
9. Inflight:
The following pages are not intended to describe how to fly a paraglider. Rather we want to show you
the Duke’s specialities and give you important information regarding in-flight behaviour.
9.1 The harness:
The Duke has been developed with the GH harness. Nearly all harnesses recently produced are
type GH harnesses. They differ from the GX harness due to their low suspension and not very
effective (if at all included) cross straps. Cross straps have not proven themselves in combination
with new paragliders. The last authorisation of a GX harness by the DHV was in 1997. The use of a
fixed cross fixture is inadmissible. The easiest way to check the harness is via the DHV website.
Here the GH or GX harness type is stated.
9.2. Take off preparation:
Before every take off the paraglider must be checked visually for possible damage.
The easiest way to take off with the Duke is to lay it out in an arc so all A-lines are under the same
tension. We generally advise using just the middle A-risers, but using all risers is not a problem. In
flat take off areas you may need to take two steps before the lines come under tension. In other
circumstances we advise tensioning the A-lines lightly. The most important issue whilst launching
the glider is not the force used, but applying a constant pull. The Duke is very easy to launch, but
you may need to brake slightly in stronger wind conditions or steep take off areas to prevent the
wing over-flying.
9.3. Take off run:
During take off the Duke shows no peculiarities. When launching in stronger winds, you can avoid a
premature take off by moving under the paraglider whilst launching it. The best way to train for taking
off in strong wind conditions is by regular ground handling practice.
9.4. Level flight:
With loose steering lines, depending on the wing loading, the Duke reaches a flying speed of 40 to 45
km/h. In calm conditions the Dukeflies at minimum speed if the pull on the brake lines is approx. 30 - 35
cm. In turbulent air we advise flying with the brakes pulled down 5 - 10 cm. The angle of attack is higher
and this makes the wing more stable.
All measurements are relative to the brake lines under no tension.
gliders for real pilots
independence
www.independence-world.com
gliders for real pilots
independence
www.independence-world.com

45
4. Construction and development of the “Duke”:
The “Duke” consists of 56 cells, of which every third is attached to a line. The V-bands ensure that the
load on the line attachments is spread onto the adjoining ribs. This results in fewer lines without loss
of airfoil shape, whilst maintaining profile integrity, and canopy stability. The resistance of the lines in
the air is thus reduced as well as providing easier sorting of the lines before take off.
We have used the best and up to date technical equipment to develop the “Duke”. 3D models were
built on the computer and tests were simulated before production. All parts are tailored by
computerised cutting machines and printed with inscriptions. Our development team has more
than 15 years of experience in developing and producing paragliders and are supported by
experienced test pilots.
For computer freaks: We use a P3 multiprocessor workstation with two monitors. The cutting
plotters are controlled by a SGI workstation. Our FlyCAD2000 program was specially developed
for paraglider construction, is written in C++/Arx and is updated regularly. It is now used by
nearly all other manufacturers. The “Duke” is a new milestone in the field of acro-gliders.
5. Material Data:
The canopies of our paragliders are made of Porcher Marine Skytex Ripstop Nylon material with an
E77 coating. A filament net is woven into this material which prevents ripping and increases the
tensile strength along the seams. The polyurethane coating makes the material water proof and UV-
resistant. The material used for the lines is Edelrid HMA Aramid, these are made of a special Aramid
formula and have been tried in multiple snapping and load tests.
6. Technical Data:
Size acro
Size factor % 100
Surface area flat m² 19,29
Wingspan flat m 10,51
Aspect ratio A/R 5,72
Weight kg 5,0
Number of cells No. 56
Take off weight min. Kg 65,0
Take off weight max. Kg 105,0
DHV Kat. No certification!
7. How to check your paraglider:
Every paraglider delivered is tested and measured by us. Nevertheless we advise you to check your
paraglider for the following criteria. You should also follow these instruction after a long intensive
flight or an accident on landing, eg: tree landing.
Check:
the seams where the lines attach, and the canopy for any damage.
that all the lines have been sewn correctly and are free of damage
that all the line locks have been screwed up properly and the plastic inlets are tight
that all ribs and V-attachments are free of rips
Every fault no matter how small must be checked and repaired by a professional. A damaged
paraglider is not air-worthy.
8. Steering/brake lines
The two steering/brake lines lead up to a line cascade which is fixed to the trailing edge. On the
risers the steering lines run through a pulley and are connected to a handle. These handles are
fixed to the risers with a push button when not in use. The length of the steering lines is set
correctly at the factory. They have to have at least 5cm of free play and must only be adjusted by
a qualified flying instructor or the dealer. The improper adjustment of the steering lines can cause
severe changes to inflight behaviour.
9. Inflight:
The following pages are not intended to describe how to fly a paraglider. Rather we want to show you
the Duke’s specialities and give you important information regarding in-flight behaviour.
9.1 The harness:
The Duke has been developed with the GH harness. Nearly all harnesses recently produced are
type GH harnesses. They differ from the GX harness due to their low suspension and not very
effective (if at all included) cross straps. Cross straps have not proven themselves in combination
with new paragliders. The last authorisation of a GX harness by the DHV was in 1997. The use of a
fixed cross fixture is inadmissible. The easiest way to check the harness is via the DHV website.
Here the GH or GX harness type is stated.
9.2. Take off preparation:
Before every take off the paraglider must be checked visually for possible damage.
The easiest way to take off with the Duke is to lay it out in an arc so all A-lines are under the same
tension. We generally advise using just the middle A-risers, but using all risers is not a problem. In
flat take off areas you may need to take two steps before the lines come under tension. In other
circumstances we advise tensioning the A-lines lightly. The most important issue whilst launching
the glider is not the force used, but applying a constant pull. The Duke is very easy to launch, but
you may need to brake slightly in stronger wind conditions or steep take off areas to prevent the
wing over-flying.
9.3. Take off run:
During take off the Duke shows no peculiarities. When launching in stronger winds, you can avoid a
premature take off by moving under the paraglider whilst launching it. The best way to train for taking
off in strong wind conditions is by regular ground handling practice.
9.4. Level flight:
With loose steering lines, depending on the wing loading, the Duke reaches a flying speed of 40 to 45
km/h. In calm conditions the Dukeflies at minimum speed if the pull on the brake lines is approx. 30 - 35
cm. In turbulent air we advise flying with the brakes pulled down 5 - 10 cm. The angle of attack is higher
and this makes the wing more stable.
All measurements are relative to the brake lines under no tension.
gliders for real pilots
independence
www.independence-world.com
gliders for real pilots
independence
www.independence-world.com

9.5. Accelerated flight:
Dhe Duke does not have any acceleration-system, because the speed an dynamic are already very
high in normal flight!
9.6. Turning:
The Duke reacts immediately on pulling on the brake. That is why you do not have to pull heavily when
attempting tight turns, wingovers or spirals. Our test pilots agree that the Duke is best flown without
alteration to the factory brake line length.
9.7. Landing:
The Duke is easy to land. With a little training you will find landing on the spot easy. We recommend
you slow the paraglider down steadily rather than “pumping” it, should you come in too high. Be
careful not to stall the paraglider, and do allow space to correct possible turbulence and a lack of wind
near the ground.
10. Winch launching (Towing)
The Duke is suitable for tow launches. You should however discuss the requirements of towing with a
flying instructor or the person in charge of the winch. Towing is only permitted when the person in
charge of the winch has a valid winch license. The equipment needed for the tow must be certified.
11. Using a paramotor:
Because the “Duke” is a quite small and very dynamic wing, we do not recommend it for flying with a
motor. Because the Duke does not have even a DHV or any other certification it is also not certified for
flying with an paramotor.
12. Flying maneuvers:
Because the “Duke” was designed for aerobatic-pilots with over-averaged pilot´s skills, the following
fundamental maneuvers should be known perfectly by the pilot, before trying much more complex
acro-moves.
12.1. Lateral collapse:
Should one side of the Duke's wing collapse in turbulent conditions there is no need to panic. To
minimise height loss and amount of turn, move your weight to the open side and pull the steering line
down adequately. Big collapses will re-opened quicker by steady pumping of the collapsed side of the
paraglider. But don't forget to release pressure on the brakes as soon as the canopy is open.
12.2. Cravats:
Extreme situations can cause the wing to cravat, the collapsed cells getting caught up in the lines.
Should this happen, you must immediately stop the inevitable rotation. This is done by opposite
braking. Should the rotation happen near the ground, and continue despite heavy steering you must
use your reserve parachute. If you have managed to stop the rotation but are nearing the ground, try
to pull out the cravat by energetically pulling on the brake lines on the folded side to try to reopen the
6
7
glider. Should this be unsuccessful pull the folded side in even further using the outer A-riser. The last
possibility to handle bad cravats is to pull the stabilo line, attached to the Duke's B-riser. If you have
considerable height, a full stall will also usually release the cravat.
12.3. Symmetric or Front Tuck (Frontals):
A fold of the complete leading edge might look spectacular however it is not dangerous. No rotations
occur and the paraglider quickly reopens unassisted, to return to normal flight again. Braking evenly
on both sides will speed up the opening of the leading edge.
12.4. Parachutal Stalls:
Letting go of the B-risers too slowly exiting a B-stall with old porous material , damaged lines or ribs,
pulling the C or D-riser or incorrect take off weight can result in the glider going parachutal falling
vertically but still holding its shape. You can tell whether or not your paraglider is parachutal, as the
flying noise can hardly be heard even though the brakes are free and you are sitting in your unusual
position under the canopy. Normally, letting up on the steering lines will allow the glider to resume
normal flight.
If the canopy and the lines are in good working condition, the Duke will speed up again
automatically after 2-3 seconds. Should this fail to happen you must pull the A-risers down
approx. 5cm.
If the paraglider goes parachutal repetitively, have it checked by your dealer
12.5. B-line stalls:
A B-line stall with the Duke is easy and performed as a normal descent technique. The pulling down of
the B-risers takes a lot of effort for the first 10cm, however the B-stall is easy to hold once started.
When ending the B-line stall you just have to let go of the risers quickly to avoid the glider going
parachutal.
12.6. Spiralling:
Spiralling is the most efficient way to descend quickly. However, this causes a lot of strain for the
paraglider as well as the pilot. Please be aware that, according to your fitness, outside temperature
(cold) and descent rate, you could loose consciousness. Many pilots lower their breathing rate or
start hyper ventilating, both of which heighten the risk of loosing control.
With the first signs of sickness, weariness or blurred eye sight you must stop spiralling
immediately. Nearly every paraglider reaches the point where the canopy's leading edge points
down (rolls over) and may remain in this position even if the steering lines are let go deep
spiralling.
You can achieve a higher descent rate through slight braking of the outside wing without the Duke
rolling over. On rare occasions a glider can drop into a deep spiral from a slow descent. The reason
may be that the pilot's weight is still focused on the inside of the turn after releasing the inner
steering line.
A deep spiral can be stopped by shifting your weight to the middle and applying some counter
braking.
gliders for real pilots
independence
www.independence-world.com
gliders for real pilots
independence
www.independence-world.com

9.5. Accelerated flight:
Dhe Duke does not have any acceleration-system, because the speed an dynamic are already very
high in normal flight!
9.6. Turning:
The Duke reacts immediately on pulling on the brake. That is why you do not have to pull heavily when
attempting tight turns, wingovers or spirals. Our test pilots agree that the Duke is best flown without
alteration to the factory brake line length.
9.7. Landing:
The Duke is easy to land. With a little training you will find landing on the spot easy. We recommend
you slow the paraglider down steadily rather than “pumping” it, should you come in too high. Be
careful not to stall the paraglider, and do allow space to correct possible turbulence and a lack of wind
near the ground.
10. Winch launching (Towing)
The Duke is suitable for tow launches. You should however discuss the requirements of towing with a
flying instructor or the person in charge of the winch. Towing is only permitted when the person in
charge of the winch has a valid winch license. The equipment needed for the tow must be certified.
11. Using a paramotor:
Because the “Duke” is a quite small and very dynamic wing, we do not recommend it for flying with a
motor. Because the Duke does not have even a DHV or any other certification it is also not certified for
flying with an paramotor.
12. Flying maneuvers:
Because the “Duke” was designed for aerobatic-pilots with over-averaged pilot´s skills, the following
fundamental maneuvers should be known perfectly by the pilot, before trying much more complex
acro-moves.
12.1. Lateral collapse:
Should one side of the Duke's wing collapse in turbulent conditions there is no need to panic. To
minimise height loss and amount of turn, move your weight to the open side and pull the steering line
down adequately. Big collapses will re-opened quicker by steady pumping of the collapsed side of the
paraglider. But don't forget to release pressure on the brakes as soon as the canopy is open.
12.2. Cravats:
Extreme situations can cause the wing to cravat, the collapsed cells getting caught up in the lines.
Should this happen, you must immediately stop the inevitable rotation. This is done by opposite
braking. Should the rotation happen near the ground, and continue despite heavy steering you must
use your reserve parachute. If you have managed to stop the rotation but are nearing the ground, try
to pull out the cravat by energetically pulling on the brake lines on the folded side to try to reopen the
6
7
glider. Should this be unsuccessful pull the folded side in even further using the outer A-riser. The last
possibility to handle bad cravats is to pull the stabilo line, attached to the Duke's B-riser. If you have
considerable height, a full stall will also usually release the cravat.
12.3. Symmetric or Front Tuck (Frontals):
A fold of the complete leading edge might look spectacular however it is not dangerous. No rotations
occur and the paraglider quickly reopens unassisted, to return to normal flight again. Braking evenly
on both sides will speed up the opening of the leading edge.
12.4. Parachutal Stalls:
Letting go of the B-risers too slowly exiting a B-stall with old porous material , damaged lines or ribs,
pulling the C or D-riser or incorrect take off weight can result in the glider going parachutal falling
vertically but still holding its shape. You can tell whether or not your paraglider is parachutal, as the
flying noise can hardly be heard even though the brakes are free and you are sitting in your unusual
position under the canopy. Normally, letting up on the steering lines will allow the glider to resume
normal flight.
If the canopy and the lines are in good working condition, the Duke will speed up again
automatically after 2-3 seconds. Should this fail to happen you must pull the A-risers down
approx. 5cm.
If the paraglider goes parachutal repetitively, have it checked by your dealer
12.5. B-line stalls:
A B-line stall with the Duke is easy and performed as a normal descent technique. The pulling down of
the B-risers takes a lot of effort for the first 10cm, however the B-stall is easy to hold once started.
When ending the B-line stall you just have to let go of the risers quickly to avoid the glider going
parachutal.
12.6. Spiralling:
Spiralling is the most efficient way to descend quickly. However, this causes a lot of strain for the
paraglider as well as the pilot. Please be aware that, according to your fitness, outside temperature
(cold) and descent rate, you could loose consciousness. Many pilots lower their breathing rate or
start hyper ventilating, both of which heighten the risk of loosing control.
With the first signs of sickness, weariness or blurred eye sight you must stop spiralling
immediately. Nearly every paraglider reaches the point where the canopy's leading edge points
down (rolls over) and may remain in this position even if the steering lines are let go deep
spiralling.
You can achieve a higher descent rate through slight braking of the outside wing without the Duke
rolling over. On rare occasions a glider can drop into a deep spiral from a slow descent. The reason
may be that the pilot's weight is still focused on the inside of the turn after releasing the inner
steering line.
A deep spiral can be stopped by shifting your weight to the middle and applying some counter
braking.
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89
12.7 Big Ears:
Big Ears is a simple, but not too effective way of descending. It is more suitable for reducing the
glider's performance. Too severe pull down of both sides reduces the speed but increases the risk of a
stall. You can increase the descent to approx. 5m/sec and halve the gliding performance.
Much greater stability, a higher sink rate and more forward speed will be obtained by also using
the accelerator. This can be a very useful and important strategy in some difficult situations.
Please note: Never attempt tight turns or spirals with Big Ears, as the A-lines will be over
stressed.
12.8. Full stall:
You can only induce a full stall by pulling the steering lines down over the stall point, and remaining in
this position for more than one second. When stall speed is reached the canopy will empty itself at
once, the pilot is hurled forward and the impression is given that the canopy falls backwards.
It is vital to keep the brakes pulled down until the empty canopy is above the pilot again (this will
take 3-6 seconds). If you let go of the steering lines with the paraglider still behind you, the glider
will shoot forward and dive in front. When the glider is above the pilot again the steering lines can
be released moderatly quick and symmetrically. The perfect ending to a full stall should take place
in two steps:
1) slow refilling of canopy (slow loosening of brakes, approx. up to the shoulder) until the canopy
is reopened completely, then
2) slowly releasing the brakes altogether
12.9. Negative Spins:
Pulling down hard on one brake can cause the air stream to break away on that half of the wing. A
reversion of the air-stream direction can occur. The slowed half flies in the opposite direction. The
paraglider then turns around its vertical axis.
Please only attempt to induce negative spins under the instructions of an experienced trainer and
above water.
12.10. Wingover:
During severe so called wingovers the glider can be up to 90 degrees of angle (ie pilot out
horizontally). This is an illegal acrobatic flight manoeuvre and is actually prohibited in some
countries (for example in Austria and Germany). At up to 60 degrees of angle the Duke will not
collapse if properly handled.
12.11. Emergeny steering:
In the event of loosing control of the steering lines, the Duke can be flown easily with the rear risers (D
lines). A stall happens quicker when steering with the rear risers as opposed to steering with the
brake lines, being an average of approx. 10cm with the Duke. Light turns can be flown using the stabilo
lines or by shifting your weight.
13. Summary:
For a quick descent the best ways are B-stalls, spiralling and Big Ears. Full stall and spins and all other
flight manoeuvres are considered as dangerous artistic flyingand should be flown only above water.
14. Care and storage:
Your safety in the air depends on the condition of your paraglider. A maintained and properly used
paraglider will last a long time, In order to maintain your Duke’s condition for a long time we would like
to give you the following advice:
!In time the UV rays will damage the material of the paraglider. Therefore don't leave the
Duke out in the sun unnecessarily.
!When you pack your paraglider make sure that it is not always folded in the same way.
!Put the cloth bag that comes with the glider underneath it when folding it up to ensure that
the material of the glider is not damaged.
!Curl up the lines as little as possible with no sharp kinks.
!Store your glider in a dry place. In case it gets wet lay it out to dry as soon as possible (but
not in the sun).
!Store the paraglider well away from chemical gases or fumes.
!Clean your paraglider only with clean water and do not use brushes or hard rubbing.
!Do not use chemical detergents.
!Small cuts in the material, if they are not anywhere along the seams, can be mended
provisionally with sticky material. Other damage like large cuts, cuts along the seam, ripped
line loops, torn or damaged lines must only be repaired by an authorised dealer.
!Insects in the cells should be removed alive, not just for animal care reasons, but the insect
secretion is acid and can damage the fabric.
!The Duke has to be checked by an authorised dealer every two years or after 300 flying
hours, whichever comes first (At over-averaged acro-flying we recommend to check the
glider in shorter periods.)
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89
12.7 Big Ears:
Big Ears is a simple, but not too effective way of descending. It is more suitable for reducing the
glider's performance. Too severe pull down of both sides reduces the speed but increases the risk of a
stall. You can increase the descent to approx. 5m/sec and halve the gliding performance.
Much greater stability, a higher sink rate and more forward speed will be obtained by also using
the accelerator. This can be a very useful and important strategy in some difficult situations.
Please note: Never attempt tight turns or spirals with Big Ears, as the A-lines will be over
stressed.
12.8. Full stall:
You can only induce a full stall by pulling the steering lines down over the stall point, and remaining in
this position for more than one second. When stall speed is reached the canopy will empty itself at
once, the pilot is hurled forward and the impression is given that the canopy falls backwards.
It is vital to keep the brakes pulled down until the empty canopy is above the pilot again (this will
take 3-6 seconds). If you let go of the steering lines with the paraglider still behind you, the glider
will shoot forward and dive in front. When the glider is above the pilot again the steering lines can
be released moderatly quick and symmetrically. The perfect ending to a full stall should take place
in two steps:
1) slow refilling of canopy (slow loosening of brakes, approx. up to the shoulder) until the canopy
is reopened completely, then
2) slowly releasing the brakes altogether
12.9. Negative Spins:
Pulling down hard on one brake can cause the air stream to break away on that half of the wing. A
reversion of the air-stream direction can occur. The slowed half flies in the opposite direction. The
paraglider then turns around its vertical axis.
Please only attempt to induce negative spins under the instructions of an experienced trainer and
above water.
12.10. Wingover:
During severe so called wingovers the glider can be up to 90 degrees of angle (ie pilot out
horizontally). This is an illegal acrobatic flight manoeuvre and is actually prohibited in some
countries (for example in Austria and Germany). At up to 60 degrees of angle the Duke will not
collapse if properly handled.
12.11. Emergeny steering:
In the event of loosing control of the steering lines, the Duke can be flown easily with the rear risers (D
lines). A stall happens quicker when steering with the rear risers as opposed to steering with the
brake lines, being an average of approx. 10cm with the Duke. Light turns can be flown using the stabilo
lines or by shifting your weight.
13. Summary:
For a quick descent the best ways are B-stalls, spiralling and Big Ears. Full stall and spins and all other
flight manoeuvres are considered as dangerous artistic flyingand should be flown only above water.
14. Care and storage:
Your safety in the air depends on the condition of your paraglider. A maintained and properly used
paraglider will last a long time, In order to maintain your Duke’s condition for a long time we would like
to give you the following advice:
!In time the UV rays will damage the material of the paraglider. Therefore don't leave the
Duke out in the sun unnecessarily.
!When you pack your paraglider make sure that it is not always folded in the same way.
!Put the cloth bag that comes with the glider underneath it when folding it up to ensure that
the material of the glider is not damaged.
!Curl up the lines as little as possible with no sharp kinks.
!Store your glider in a dry place. In case it gets wet lay it out to dry as soon as possible (but
not in the sun).
!Store the paraglider well away from chemical gases or fumes.
!Clean your paraglider only with clean water and do not use brushes or hard rubbing.
!Do not use chemical detergents.
!Small cuts in the material, if they are not anywhere along the seams, can be mended
provisionally with sticky material. Other damage like large cuts, cuts along the seam, ripped
line loops, torn or damaged lines must only be repaired by an authorised dealer.
!Insects in the cells should be removed alive, not just for animal care reasons, but the insect
secretion is acid and can damage the fabric.
!The Duke has to be checked by an authorised dealer every two years or after 300 flying
hours, whichever comes first (At over-averaged acro-flying we recommend to check the
glider in shorter periods.)
gliders for real pilots
independence
www.independence-world.com
gliders for real pilots
independence
www.independence-world.com

10
gliders for real pilots
independence
www.independence-world.com
16.1. Total line length Duke
(in mm)
stabi11e stabi10e 987654321
A5965 6115 6200 6240 6375 6455 6495 6625 6675 6675 6765
B5970 6100 6175 6210 6335 6395 6435 6565 6610 6610 6700
C6000 6100 6200 6235 6360 6415 6455 6580 6630 6625 6715
D6255 6295 6425 6495 6535 6650 6705 6705 6795
15.1. Single line length Duke
Profil Nr. 11e 10e 9 8 7 6 5 4 3 2 1
A - Ebene 155 159 172,5 226,5 230,5 243,5 253,5 253,5 262,5
Stammleine 465 419 414
B - Ebene 155,5 159 171,5 226,5 230,5 243,5 253,5 253,5 262,5
Stammleine 531,5 462 413 407,5
C - Ebene 68,5 79,5 155 158,5 171 226,5 230,5 243 254 253,5 262,5
Stammleine 465 415 409
D - Ebene 154 158 171 226,5 230,5 242 253,5 253,5 262,5
Stammleine 471,5 423 417
Bremse oben 63 61,5 97
92 109 112 111,5 116,5 124,5 128,5 134,5 141 152
Bremse mitte 167 152 150 152,5 154,5
Bremse unten 228,5 229 233
Bremse Griff 185+25
75
68
8065
78,565,5
88,5
151
Brake 6435 64856420 6555 66256575 6745 67556760 6815 69906895 7050 72457135
Brake-Nr.
15
1314 12 1011 978645312
Profil-Nr.
6200