MAC PARA Charger2 User manual

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Ze S a m u r a i

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Contents
MAC PARA COMMUNITY .......................................................................................... 2
GENERAL................................................................................................................... 3
PILOT LEVEL REQUIREMENTS................................................................................ 4
DESIGN ...................................................................................................................... 5
TECHNICAL DESCRIPTION ...................................................................................... 5
RISERS....................................................................................................................... 7
TRIMMING................................................................................................................ 10
MATERIALS.............................................................................................................. 11
GLIDER CHECKLIST................................................................................................ 12
SETTING UP THE CONTROLS................................................................................ 13
FLYING THE CHARGER 2 ....................................................................................... 15
TOWING, JUMPS FROM AIRCRAFT, AEROBATICS.............................................. 24
EXTREME FLYING MANOEUVRES ........................................................................ 24
RAPID DESCENT TECHNIQUES............................................................................. 28
GOLDEN RULES ...................................................................................................... 30
CARE AND MAINTENANCE .................................................................................... 31
RESPECT NATURE ................................................................................................ 34
CHARGER 2 LINE PLAN.......................................................................................... 34
LINE PLAN – SCHEME ........................................................................................... 35
RISER LENGTHS ..................................................................................................... 36
FULL LINE LENGTHS .............................................................................................. 37
CHECKS ................................................................................................................... 38
TEST FLIGHT CERTIFICATE................................................................................... 39
TECHNICAL SPECIFICATIONS ............................................................................... 39
MAC PARA COMMUNITY
MACPARA.com
OficialMacPara fb.com/MACPARA flymacpara

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GENERAL
Dear MAC PARA pilot
We congratulate you and appreciate your purchase of our paramotoring glider the Charger
2. Extensive research and development makes the Charger 2 a state-of-the-art
paramotoring glider. Numerous safety tests have been made to allow you to safely enjoy
the performance of this glider. The entire MAC PARA team welcomes you and we wish you
many pleasant flights. To stay safe you MUST read this manual carefully before flying.
Charger 2 Highlights
The Charger 2 is a reflex paramotoring glider. It was designed for wide range of
paramotoring pilots looking for an easy to use glider with a wide speed range and
responsive handling. Other benefits are easy launch and landing speeds, excellent stability
and efficient fuel consumption when paramotoring.
Please note the following details before you fly:
Get Proper Training
The purpose of this manual is to offer you information about the unique design features of
the Charger 2 for maximum enjoyment. This Manual is in no way intended to be used as a
training manual. Paragliding and paramotoring are sports which demand high degrees of
attentiveness, good judgement, and theoretical knowledge. Paramotoring can be a
dangerous sport which may lead to injury and death. Get proper instruction before you
attempt to fly with a qualified professional and accredited school.
Take Responsibility
The use of this paramotoring glider is solely at the owner’s risk! The manufacturer and
distributor do not accept any liability. You are responsible for your own safety and the
gliders airworthiness. MAC PARA assumes no responsibility. MAC PARA recommends the
pilot is in possession of a valid paramotoring licence for the glider's category, insurance,
and training etc. for the country in which the glider is flown.
Manufacture Quality Control Checks
Before delivery, as well as during production, each paramotoring glider goes through a
strict visual inspection. It should also be test-flown by your dealer. The test-flight certificate
confirm this. It is your responsibility to check that your new Charger 2 paramotoring glider
has been test-flown before your first flight. If it has not, consult your dealer.
Minimize Your Risks
Any inadequate use or misuse of your Charger 2 increases the risks considerably.
On next page is a list of conditions that must be avoided.

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DO NOT USE outside the manufacturers recommended weight range.
DO NOT USE during rain or snow-fall.
DO NOT USE in high or gusty wind conditions
DO NOT USE in cloud and fog.
DO NOT USE without sufficient knowledge or experience.
DO NOT USE under the influence of drugs, alcohol or sickness.
DO NOT USE for aerobatics or extreme manuvers.
NOTE: Any changes or modifications made to this paramotoring glider invalidate the
certificate of airworthiness. Please check the warranty conditions near the end of this
manual.
MAC PARA Wants to Help
If you have read this manual and still have questions, suggestions or criticisms regarding
the Charger 2, please do not hesitate to contact your dealer or MAC PARA directly. Our
mission is to design quality performance gliders that allow you the freedom of flight while
keeping you as safe as possible.
PILOT LEVEL REQUIREMENTS
Charger 2 is an ideal powered glider suitable for a very wide range of pilots. From powered
paragliding training, weekend pilots to experienced pilots looking for relaxed flying.
With the right choice of glider size, the Charger 2 can be adapted to a wide range of
requirements and styles of powered flying.
Various Conditions
The Charger 2 can adapt to suit a full range of conditions and types of paramotoring.
The exception is acrobatic flying. In strong turbulence and gusting winds a partial or
complete collapse of the canopy can result. Never fly in such conditions.
Certification
The Charger 2 is tested in according to DGAC (French Airworthiness Requirements) for
powered flying. The Charger 2 was shock and load tested to max. weight of 431 kg.

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DESIGN
TECHNICAL DESCRIPTION
Construction of the canopy:
The canopy of the Charger 2 has a wingspan with 50 cells. The wingtips are slightly pulled
down to act as a stabilizer. The design of the Charger 2 is a combination of second and
third rib diagonal-construction. Every main rib is attached to 4 or 5 suspension lines.
Between these main suspension ribs, intermediate ribs are suspended by diagonal
segments. As complicated as this sounds, this construction ensures a smooth top surface
and precise air foil design increasing performance and safety.
The internal reinforcements maintain the precise form of the canopy and increases
stability. The cell openings on the under-surface of the leading edge provide good airflow
into the glider. Load bearing support straps with diagonal ribs at the suspension points
ensure an even distribution of load throughout the canopy. Stretch resistant Mylar strips on
the top and bottom panels of the openings run the length of the trailing edge defining the
wingspan.
WTST line
Top surface
Bottom surface Leading edge
Brake handle
Main carabiner
Main lines
Risers
Main brake line
Brake lines
Stabilizer line
Glider's label on the
central main rib
Trailing edge
Rapid links
Stabilizer

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This ensures optimized sail tension and guarantees high canopy stability. Large cross
ports allow effective airflow inside the canopy providing good re-inflation without
interrupting the profiles shape.
The Charger 2 is mainly made from proven high quality Nylon fabrics. Skytex 38 Universal,
Skytex 32 Universal, Skytex 32 HF, Skytex 40 HF from Porcher Sport are the carefully
selected materials. Important care must be taken to maximize the life of your glider
because like any synthetic material, this can deteriorate through excessive UV exposure.
Rigging system:
The suspension lines are comprised of “cascaded top lines” (attached to the under-
surface), and “main lines”. Main lines lead to the “quick links” (a small triangle carabineer
which connects lines to the risers). The “stabilizer lines” connect the upper stabilizer lines
on the outer suspension points with the quick link. The “brake lines” are not load carrying
suspension lines. They lead from the trailing edge of the canopy to the main brake lines
and run through the pulleys on the D-risers to the brake handles. Two black marks on the
main brake line indicate the two possible positions of the brake handles. This adjustment
allows for sufficient brake to be applied during flight and landing safety. It also ensures that
brakes are not too short causing permanent applied brakes during flight (especially when
fully accelerated). Having your brakes too short is dangerous!
Special attention is required before adjusting your brakes.
For differentiation purposes, the main A-lines are coloured red, the main brake lines are
orange, and all remaining main lines are yellow. The main suspension loop on the bottom
of the riser is reinforced and covered red. This is where the main carabineer should be
hooked in connecting the risers to the harness.
The lines of the Charger 2 are made of strong and stretch resistant HMA Aramid/Kevlar
(yellow core) lines and PES/Dynema (white core). The entire rigging system comprises of
individual suspension lines looped and stitched at each end. This contributes to the glider
being incredibly strong.
The main Polyester sheathed Dynema and Aramid lines have strengths from 75 kg up to
340 kg. The upper cascade lines have strengths from 75 kg up to 90 kg. The brake lines
have strengths from 80 kg up to 100 kg. The main Dynema brake line has strenght 200 kg.
Add up the strength of all the lines to understand the design of the Charger 2 provides you
with safety and confidence.

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lower pulley fo
r
hight hangpoints
swivel
trimmer buckle
brake
handle
loop on
trimmer strap
magnet
button
trimmer strap
speed
system
speed system
pulleys
brummel
hook
upper pulley
loop for main
carabineer
A
B C D Br
magnet
button
color
marking
Press
button
WTST handle
W
T
S
T
magnet
button
A1
RISERS
The Charger 2 is equipped with 5 risers per side (A, A1,B, C, D). The two central A-lines
per side are attached to the main A-risers (red in colour) while the outermost A main lines
are attached to A1 risers. The 3 B-main lines and the stabilizer lines are attached to the
B-riser. The 3 C-main lines and the C stabilizer / WTST line are attached to the C-risers
and the 3 D -main lines to the D-risers. The higher pulleys are used when flying a lower
and classic attachment style paramotor and the lower one for higher attachment style
paramotors.
The line connections are made to triangular carabineers (quick links) fitted with a rubber
”o- ring” in the form of a ”figure eight” which prevents any slipping of the lines on the quick
link.
Riser`s scheme

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Brake handles:
Special semi rigid brake handles are equipped with swivels and two neodymium magnets.
Strong neodyme magnets hold the brake handles perfectly to the D risers. Attaching and
releasing the brakes from the risers work very easily and quickly during flight.
This minimises the danger of getting them caught in a spinning propeller.
Brake handles Brake line knot
Wingtip Steering (WTST):
This reflex wing offers wide speed range. Usual steering via main brake toggles by open
trimmers gets heavier and the risk of a total collapse of the canopy at maximum speed
(speed system in combination with released trimmers) increases.
In accelerated flight mode the Charger 2 must be controlled only by Wingtip Steering.
The WTST handles have a size for two fingers and are equipped with neodymium magnets
and press buttons.
We paid high attention that the WTST brake range are very similar to the main brake
handles. The brake forces are a bit lighter then by serial brakes. The position of the WTST
handles is very pleasant for use in accelerated flight. Return to the top position is secured
with a rubber line and neodymium magnet. If you are not using WTST handles for the
steering connect them always additionally by press buttons on risers.

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Speed system:
The Charger 2 is equipped with a speed bar operated speed-system which returns
automatically to the normal position when released. The speed system affects the A, A1,
B and C-risers and changes the angle of attack. In normal flight all risers have an overall
length of 50 cm without quick links. When the speed bar is pushed out with your feet,
A-risers are shortened by up to a maximum of 14,5 cm and A 1 risers up to of 14,5 cm.
The B risers by up to a max. of 9 cm. The C risers by up to a max. of 5 cm, and the
D risers retain their original length. To use the speed system you have to attach the
brummel hooks found on the front of the risers and connect them to the brummel hooks
found on the speed bar. If your paramotor harness did not come with a stirrrup style speed
bar contact your local dealer to purchase one. More detailed instructions can be found in
the chapter "Setting up the Controls".
Trimmers:
The Charger 2 has a wide in flight speed range due to the range of different trimmer
settings. The trimmers have a deceleration range of 3,0 cm and 10 cm of acceleration.
On the faster setting (trimmers fully open and extended) the Charger 2’s speed increases.
The wing is less sensitive to turbulence and the stability improves. On slower trimmer
settings (neutral or trimmers pulled all the way down), sink rate improves and the brake
pressure becomes lighter. You will feel that the wing is more sensitive flying through
bumpy air with trimmers pulled all the way in. To help you identify the neutral position of
each trimmer, look for the white stitching. It is important to check and set the trimmers in
the same position for each riser before take-off and in flight to avoid unwanted turns.
The speed of the Charger 2 with closed trimmers (trimmers pulled all the way down) is
around 37-40 km/h with a relatively low effort of the engine. This position is ideal for
economy navigation tasks. With additional brake pressure the cruising speed is around
33-36 km/h. This will give you the best sink rate and requires the least amount of thrust
from your engine for level flight.
The neutral trimmer position (marked with a white line) is the position where the risers are
level. This is the most useful configuration for navigation and for precision ground tasks.
The Charger 2 still turns very well and restores plenty of energy flying around 40-43 km/h.
It requires a little more RPM from your engine compared to the closed trimmer position. It
is recommended to use this configuration when using the speed system!
With the trimmers fully open the speed is around 48-51 km/h. You will notice the main
brakes will become harder to pull. This is normal. With fully released trimmers the canopy
is in its semi reflex mode and becomes more solid. To fly at maximum speed with your
Charger 2, fully release trimmers and push the speed bar out all the way by pushing on it
with your feet. The maximum speed is around 57-60 km/h. Higher fuel consumption will
result in this configuration.
WARNING! Do not use the brakes when the Charger 2 is accelerated with trimmers
all the way open or speed bar pushed all the way out.

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TRIMMING

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MATERIALS
Tissue
(PORCHER SPORT, Rue du Ruisseau B.P. 710,38290 ST. QUENTIN FALLAVIER, FRANCE)
Top Sail - Leading Edge - SKYTEX 38 Universal - 100% nylon 6.6 , 33 Dtex, 38 g/m2
Top Sail - Trailing Edge - SKYTEX 38 Universal - 100% nylon 6.6 , 33 Dtex, 38 g/m2
Bottom Sail - Leading Edge - SKYTEX 38 Universal - 100% nylon 6.6 , 33 Dtex, 38 g/m2
Bottom Sail -Trailing Edge - SKYTEX 32 Universal - 100% nylon 6.6 , 33 Dtex, 32 g/m2
Ribs, Diagonals - SKYTEX 40 HF - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Ribs, Diagonals - SKYTEX 32 HF - 100% nylon 6.6 , 33 Dtex, 32 g/m2
Reinforcement Ribs - W382 Polyester 180 g/m2
Lines
(EDELMAN+RIDDER+CO. Achener Weg 66, D-88316 ISNY IM ALLGEAU, GERMANY)
Upper lines - Aramid/Polyester A-7343-075, Breaking Load 75 kg
Upper lines, Stabilo - Aramid/Polyester A-7343-090, Breaking Load 90 kg
Main lines C1,C2,C3,D1,D2,D3 - Aramid/Polyester A-7343-190, Breaking Load 190 kg
Main lines A1, B1 - Aramid/Polyester A-7343-230, Breaking Load 230 kg
Main lines A2, A3, B2, B3 - Aramid/Polyester A-7343-340, Breaking Load 340 kg
Brake line - Dynema/Polyester A-7950-080, Breaking Load 80 kg
Brake line - Dynema/Polyester A-7950-100, Breaking Load 100 kg
Main brake line - Dynema/Polyester A-7850-200, Breaking Load 200 kg
(ROSENBERGER TAUWERK, GERMANY)
A, B Upper lines (for Charger 2-31,-34) - Dynema/Polyester PPSLS 180,Breaking Load 180 kg
Attachment straps
(STUHA a.s., DOBRUSKA, Opočenská 442, 518 01 Dobruška CZECH REPUBLIC)
STAP-POLYESTERBRIDLE 13 mm, Breaking Load 70 kg
Risers
(Mouka Tišnov, Koráb 133, 66601 Tišnov, CZECH REPUBLIC)
Polyester 366 025 025 912 25x1,5 mm Breaking Load 900 kg
Thread
(AMANN SPONIT ltd, Dobronická 635, 148 25 PRAHA 4, CZECH REPUBLIC)
Lines-SERAFIL 60, Canopy- SERAFIL 60, Riser-SYNTON 20
Rapid links
(ELAIR SERVIS, Axmanova 3913/9,767 01 KROMERIZ, CZECH REPUBLIC)
NIRO TRIANGLE 200 - Max. Load 200 kg
Rigifoils
(MERKUR SLOVAKIA s.r.o.,Kamenné pole 4554/6,031 01 Liptovský Mikuláš, SLOVAKIA)
Rigifoils - Bison - Kopolyamid 6/12 2,00 mm/2,7 mm

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GLIDER CHECKLIST
Before delivery, as well as during production, each Charger 2 paramotoring glider goes
through a strict visual inspection. Additionally, we recommend that you check your new
glider in accordance with the following points below. The Charger 2 is a form of aircraft and
should be treated as such. We also recommend that you make these checks after flying
extreme manoeuvres, tree landings or similar events.
 Inspect the canopy for tears or damage. Pay particular attention to the seams. Look at
where the ribs join at the upper and lower surfaces and the areas of the attachment
tapes and brake-line connections.
 Inspect the lines for damage and look for damaged stitching. The line lengths must be
checked after 50 hours flying time and/or whenever the flight behaviour of the glider
changes.
 Inspect the attachment points for damage to the stitches. It is equally important to free
brake-lines from tangles before each flight.
 Inspect the risers for overall condition and check for frayed seams. Rapid links must
be secured.
Understand that with slight damage the glider could lose its airworthiness! Fly safe by
spending extra time to perform regular checks on your gear.

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SETTING UP THE CONTROLS
Brake adjustment and brake handles:
We strongly recommend brake adjustments be supervised by a paramotoring instructor
or done by a pilot that understands the importance of proper brake line length.
Improper brake line adjustment can lead to unsafe reactions of your glider.
With a brake line adjusted too short the canopy will lose its easy take off behaviour.
Before flying the Charger 2 please check the setting of the brake lines and adjust them
in accordance to your hang points. On the risers diagram you can see there are two
brake line pulleys on each riser, higher and lower. The brake lines have two black
marks identifying recommended brakes positions.
When flying paramotors with lower or middle hang points (main carabineer 50-70 cm
from seat plate) the brake lines should lead through the higher pulley on each riser and
the brake handles should be tied to upper black coloured mark position on the brake
lines. Your Charger 2 glider comes from the MAC PARA factory with brake lines set to
this position.
When flying paramotors with higher hang points (main carabineers higher than 70 cm
or trikes) the brake lines should lead through both the upper and lower pulley located
on each riser and the brake handles should be adjusted to be tied on the lower black
mark of the brake lines.
Once you choose your appropriate brake line length that matches your paramotors
hang point style, check the set up by inflating the glider in an open area with a constant
breeze with the engine off. When the canopy is stabilised above your head, check that
the trailing edge of the wing is not being pulled down. When you gently pull the brakes
you should only have 5-10 centimetres of movement before the brakes start to pull
down on the trailing edge of the wing. Make sure that the brake length is the same for
both sides. It is safer to have brake length a bit longer than too short.
When free flying (paragliding) the brake line should be led through the upper pulley and
the brake handle tied onto the upper black mark on the brake line. This makes the
brake position perfect for a paragliding harness because of their lower hang points.
Attention!! All new gliders leave the MAC PARA factory set up for “lower-
middle” hang points!

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Fitting the speed-system:
Most modern paramotoring harnesses have pulleys for speed system fitting. The Charger 2
speed system is supplied with Brummel-hooks and must be assembled as per instructions.
Take your speed bar and make sure it is firmly attached to the foot stirrup (webbing or alloy
bar) using a bowline or other non-sliding knot. Take off the Brummel hook on the speed bar
cord if you haven’t already done so. Hold the free end of the cord and run it through the
pulley on each side of your paramotor harness. Next, lead the cord up to meet the
Brummel-hooks on the riser of the paraglider. Firmly attach the Brummel hook on the end
of the speed bar cord so that Brummel hooks can be attached to each other. Ensure both
cords from the speed bar are equal length to avoid putting an unwanted turn in the glider.
The length of the cord leading to the foot bar stirrup should be adjusted so that it is easy to
put your feet into the stirrup in flight but still short enough to allow full speed system travel.
(The use of 2 stirrups in a ladder fashion can enable you to reach the full range if your legs
are not long enough.)
Test your speed system for the correct length on the ground by hanging your
paramotor to simulate the real flying position. While you are a few feet off the
ground, attach your risers to your harness and have someone hold them while you
try pushing the speed system checking for proper length and set up.
The full range of the speed system is reached when the 2 pulleys on the risers join
together. Before launch, attach the glider's risers to the harness with the main carabineers
first before attaching the speed system. Ensure that the speed system is untangled and
operates freely before flying. There should be a spare inch or so before the speed bar
activates the speed system. Remember that it is always safer to set the margin of play too
big than too small.

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FLYING THE CHARGER 2
The following information is NOT under any circumstances a manual for practising
paramotoring. We would like to advise you of important information to increase
safer flights and security while flying the Charger 2.
Paraglider Preparation
After unpacking and laying out the paramotoring glider in a slight horseshoe pattern, the
following checks must be made:
Checklist before every flight:
Checking and inspecting the wing:
 Canopy without any damage?
 Risers without damage?
 Maillons (quick links) closed tight?
 Stitching of the main lines near the risers o.k.?
 All main lines run free from the riser to the canopy? Brake lines free?
Before putting on the harness:
 Warm up your engine and stop the engine before clipping in the risers.
 Rescue/reserve handle and deployment pins secure?
 Buckles (leg- , front riser) closed?
 Main carabineers attached and properly closed?
Before take-off:
 Ensure helmet is on and chin strap fastened.
 Attach speed bar system and connect properly.
 Check that the risers are not twisted.
 Look to see the trimmers are properly set to neutral (white stitching).
 Check the brake handle and brake lines are free and not twisted.
 Confirm nothing will get in propeller's way.
 Centre yourself relative to the wing (all lines same tension).
 Test engine to deliver full power.
 Check wind direction.
 Check for obstacles or tripping hazards on the ground.
 Identify free airspace.
 Look out for obstructions in the direction of desired flight path.
When laying out the glider, the wind direction must be observed for a successful launch.
The canopy should be orientated into the wind so both sides are loaded symmetrically.
The glider should be arranged in a semicircle (horseshoe) against the wind. This ensures
that the A-lines in the centre section of the canopy will be tensioned before the wing tips.
Doing this inflates the canopy evenly and allows for an easy launch in the desired direction.

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All lines and risers should be carefully checked, untangled and arranged in a way that they
do not catch on anything. It is equally important to untangle the brake lines so that they are
free and clear so they do not catch on anything during launch. The brake lines should run
freely through the pulleys to the trailing edge of the canopy. Make sure the risers are not
twisted; this can prevent the brake lines from running freely through their pulleys. It is
nearly impossible to untangle lines during flight. It is important that no lines are looped
around the canopy. Also called a “line-over”, this may have disastrous consequences
during take-off. Finally, connect the risers to your harness by using the main carabineers.
Check carefully that they are closed properly.
Preparing for take-off:
As with any aircraft, a thorough pre-flight check must be made prior to each flight.
Before every launch check lines, risers and canopy for damage! Do not launch with even
the slightest damage!
Also check the maillons connecting the lines to the risers. They must be closed tight.
Getting ready for Flight
Put on the harness/paramotor with care and check that the handle of the reserve
parachute is securely fastened to prevent accidental deployment. Look to see that the flaps
of the outer container are fastened securely and correctly. The main carabineers must also
be checked carefully. Replace carabineers if any damage is visible or if you have
accumulated 300 flying hours. Finally, connect the paraglider risers to your harness with
the main
self-locking carabineers. Check carefully that they are properly closed.
ATTENTION! Never fly with an open main carabineer!
ATTENTION! Do not take off if you find any damage on your equipment!
Forward Launch Technique
The Charger 2 is very easy to launch. With a very weak or zero wind it requires an
appropriate launch technique. Before take-off, recheck the canopy, trimmer setting, wind
direction and the air space around you. When you are ready to take off, hold all A-risers
and the brake handles in each hand. If there is wind present then just hold the centre
A risers in each hand.
The A-lines are identified by red coloured sleeves on the risers. Before take-off, place
yourself in the centre of the glider while holding the A risers. Let the B, C and D risers fall
into the bend of your arm. Continue holding the A risers with arms outstretched behind you.
Pull up the canopy with good forward momentum. (The stronger the headwind the fewer
run-ups you need plus less pull on the A’s to inflate your canopy). After the initial inflation
you may need to keep applying forward pressure on the A-risers depending on the wind
conditions. Do not pull down on the A’s.

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1. Paragliding forward technique – Follow the above technique to get the glider
overhead. As soon as the glider is above you, stop pulling on the A-risers. A good
progressive run ensures your Charger 2 will inflate and come up equally and quickly. If the
canopy should surge forward, control it by gently braking. Next, do quick visual checks of
the canopy looking upwards to ensure the canopy is completely open (otherwise, abort the
take-off). Only then is the final decision to continue the launch. If anything doesn’t feel
completely safe, the launch should be aborted. If the glider feels solid and evenly inflated
continue moving forward until the glider lifts you off. It is easier to take-off in a light
headwind by applying the brakes slightly. After the take-off, gently release the brakes to
gain forward momentum. Shortly after take off the brakes should be gently reapplied to
stabilize the glider during cruising flight and possibly correcting for drift.
2. Paramotoring technique – Layout and start the inflation technique the same as stated
above. Once the canopy is inflated up to the angle of about 80° degrees, open up the
throttle to full power and lean back. This helps counter the engines thrust allowing it to
push you forward rather than leaning forward towards the ground. Continue to run in an
upright position. This is important. When you approach take off speed gently apply the
brakes (max 30% of the brake range). The faster the trimmer setting is, the more brake
input is required for take-off. Set the trimmers to neutral for easy launching. Once you have
safely taken off continue heading into the wind. Release the brakes to gain enough altitude
to allow you to get into your harness safely.
Experienced paraglider pilots that start paramotoring have a tendency to lean forward with
slightly applied brakes. When taking off with a paramotor you need to stand up straight and
allow the thrust of the engine to push your body horizontally forward rather than diagonally
down.
It is important to not get into the harness as soon as you leave the ground. Right after take-
off you are relatively low to the ground. The possible danger is if the engine happens to
quit or loose thrust you quickly will be put back on the ground. Not rushing into your
seat/harness allows your legs to act as landing gear instead of the bottom of your
paramotor.
The recommended technique of getting into your harness is to climb to a safe height into
the wind and then gently throttle back before getting into the seat. If you need to use your
hand to help you get into your harness, be sure to put the brake toggle on the magnet first
to avoid it being sucked into the prop. Also note that properly fastened leg straps makes
getting into the harness much easier. Check this before take-off in a simulator or with your
paramotor instructor.
WARNING!! Do not jump or lift your legs immediately after or during your take off!
This could have disastrous consequences when done with a paramotor if the wing has not
reached the proper take off speed to create the necessary lift. Keep running, keep running
and keep running until you are running through the air.
WARNING!! Do not attempt to get into the seat while holding the brake handles.
WARNING!! Do not use the forward launch technique in very strong winds. Make sure you
don't pull the risers too much towards yourself or downwards as this can cause a frontal
collapse or make an asymmetric collapse during take-off.

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Reverse launch Technique
The Charger 2 is easy to reverse launch.
The most important skill to perform the reverse launch successfully is to fully understand
ground handling. You need to be able to keep the wing directly overhead and into wind
while taking off on flat ground. When doing a reverse launch in strong winds the Charger 2
can surge forward quickly or lift off sooner than desired. To avoid this, walk towards the
canopy during inflation. We recommend pulling the trimmers down 2-3 cm from the neutral
position.
To reverse launch the Charger 2 in wind, get the canopy over your head by using the A
and D riser method. Holding onto the D lines stop it from over shooting and guiding the A
lines in the opposite hand help it come up. This stops you from applying both brakes and
pushing your hands back towards the propeller.
Hold the A lines in the left hand along with the left brake handle and the throttle (if you
have it on the left side), and the D lines in the right hand along with the right brake handle
(and the throttle if you have it on the right side). Once the canopy is above your head you
release the A and D risers then turn 180 degrees into wind while keeping the glider under
control. Once you feel equal pressure and a stable canopy above you then you can
accelerate. Once you are safely airborne, continue heading into the wind to gain enough
height.
Do not try to climb too steeply by applying too much brake. The additional drag caused by
brakes decreases actual climbing rate. If there are no obstacles present, it is safer to fly
level for a while after take-off and gain some speed before converting it to height.
As already mentioned, don`t try to get into the seat immediately after you leave the ground
as you are still relatively low. Instead, continue into the wind, climb to a safe height, and
then gently throttle back before getting into your harness/seat.
It is better to start to learn this A and D reverse technique without the paramotor. Once you
practise a bit you can start trying it with the paramotor. Using this technique allows you to
build a wall directly into wind while standing in the centre of the canopy.
When deflating the canopy on the ground in strong winds or aborting a launch, pull down
on the C or D risers instead of the brakes. Using the brakes in strong wind will cause more
lift. This could lift the pilot up off the ground and dangerously drag him/her back.
Golden rule! For any aircraft the most important thing on take-off is proper amount of
speed. High angles of attack and low speeds are more likely to cause a stall.
ATTENTION! You should always be able to land safely in case of engine failure.
Too much brake input during take-off is risky. Depending on the design and power of your
paramotor unit, it is possible that you will notice engine torque moments while not sitting
properly in your harness. Be ready to counter-steer with a brake input to correct turning
tendencies and keep you flying straight. You also can compensate torque moments by
adjusting cross bracing if present on your harness or by adjusting Charger 2 torque
compensator line on the opposite riser of the torque turn. Different settings of trims on each
riser and shifting your weight to the opposite side of the turn tendency will help to keep the
glider in a straight direction after take-off.

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The reverse launch technique can take some time to master. Turning the wrong way can
result in the pilot taking off with twisted risers. Practice the reverse launching technique on
a training hill or slight slope first with your instructor to build up your confidence. Again,
make sure your engine is off until you have practised enough to prevent the lines from
getting sucked into the spinning propeller. If this does happen contact your nearest
MAC PARA dealer for replacement lines or glider repair.
Wind Trim settings Launching technique & additional settings
under 1 (m/s) Released for 1-2 cm. Forward launch
- start with lines under tension
- try to minimize use of the brakes.
- correct position of the wing by moving toward in
appropriate direction rather than by using brakes
- use of full thrust when canopy at 80°
1 - 3 (m/s) Neutral Forward launch
- start with lines under tension
- you can use brakes to correct the position of the
wing during the run, but moving in the appropriate
direction during the run is most effective technique.
- use of full thrust when canopy at 80°
over 3 (m/s) Neutral or closed for
1-2 cm
Reverse Launch
Flight
After take-off and applying full power the glider will be at a higher angle of attack. Some
paramotoring configurations may have a tendency to roll under full power. The torque and
gyro moments produced from different engines can lift you to one side developing a back
and forth swinging motion. This happens more often on larger engines with bigger
propellers flying with lower wing loadings. The safest way to deal with this is to throttle
back and release the brakes. Do not let go of the brakes. Inexperienced paramotoring
pilots tend to be especially prone to overreacting.
The Charger 2 can reach speeds of 40-43 km/h on neutral setting depending on the weight
of the pilot.
Always fly with sufficient clearance from the terrain.
With power off the Charger 2 best glide rate is with open brakes. Flying the Charger 2 with
minimal altitude loss can be reached by lightly applying brakes and having the trimmers
closed (pulled all the way in).

20
We recommend that your first flights with your Charger 2 be done with trimmers set on or
just below the neutral setting (the white stitching mark) This is where the Charger 2 will feel
more like a conventional paraglider wing. With this trimmer setting, try to fly with a small
amount of brake at the point where they just begin to feel heavier.
In turbulent air fly with brakes lightly applied (10-15 cm) to maintain some internal pressure
and trimmers set to neutral. This will help avoid canopy collapse. If the canopy pendulums
forward correct this by promptly applying the brakes. A pendulum movement of the canopy
backwards is corrected by easing up on the brakes to let the canopy move forward.
When you have become fully confident in your wing try experimenting with slower and
faster trim-settings, weight-shift and speed bar. The more time you spend on your Charger
2 the more likely you will enjoy the extra speed and security it will offer you.
Different trimmer settings
NOTE: Adjusting trimmers in flight requires more pilot attention.
With the trimmers fully open (trimmer buckle over and passed the white line) the wing’s
speed increases (good for flying long distances). The canopy becomes stiffer and is less
sensitive to turbulence and its stability improves. On faster trimmer settings or when flying
with a speed bar the brake pressure increases and the handling changes. When the
trimmers are fully opened and the speed bar is pushed all the way forward, we recommend
steering the glider using the torque compensator lines.
Some pilots with free-flying experience may have a tendency to keep the brakes slightly
applied at all times. Such a technique, while quite reasonable on a free-flying wing, is not
advisable for reflex gliders. When you apply the brakes with released trimmers and full
speed bar the wing will collapse because it loses its reflex characteristic.
Warning!!! On faster trim settings with fully accelerated speed bar do not touch the
main brakes! Doing so will result in major collapse! In flight mode use only WTST
brakes for steering of the glider.
On the slower settings (trimmer buckle pulled below the white line), sink rate improves and
handling becomes lighter, giving you an improved climb rate for thermaling and shorter and
slower take-offs and landings. Do not hesitate to use thermals in order to gain some
altitude and save fuel.
Note!! If trims are not adjusted the same, the wing will turn. Trimmer setting is an
important part of the checklist before every flight!
Accelerated flight (speed bar applied)
When flying with the speed system engaged the angle of attack is lower and the glider
increases flight speed. In contrast to most paragliders it does not decrease wing stability; in
fact the reflex gliders seem to counter turbulence even better. To use the speed system
and accelerate the glider, simply place your feet on the stirrup and push forward in a
horizontal plane. If you feel a loss of back pressure while flying with the speed bar
engaged, this is a warning that the canopy is probably about to collapse.