MAC PARA MacJet User manual

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Contents
GENERAL................................................................................................................... 3
PILOT LEVEL REQUIREMENTS................................................................................ 4
DESIGN...................................................................................................................... 4
TECHNICAL DESCRIPTION ...................................................................................... 5
RISERS....................................................................................................................... 6
TRIMMING.................................................................................................................. 9
MATERIALS.............................................................................................................. 10
TECHNICAL SPECIFICATIONS............................................................................... 11
CHECKS ON A NEW PARAMOTORING GLIDER ................................................... 11
SETTING UP THE CONTROLS................................................................................ 12
FLYING THE MACJET.............................................................................................. 13
TOWING, JUMPS FROM AIRCRAFT, AEROBATICS.............................................. 21
EXTREME FLYING MANOEUVRES ........................................................................ 22
RAPID DESCENTS................................................................................................... 25
GOLDEN RULES...................................................................................................... 27
LOOKING AFTER YOUR GLIDER ........................................................................... 28
TREATING NATURE WITH RESPECT .................................................................... 30
LINE PLANS ............................................................................................................. 31
Line plan MacJet – 22 (S)......................................................................................... 32
Line plan MacJet – 24 (M)......................................................................................... 33
Line plan MacJet – 26 (L).......................................................................................... 34
Line plan MacJet – 28 (XL) ....................................................................................... 35
Line plan MacJet – 31 (XXL)..................................................................................... 36
MANUAL FOR PARAMOTORING GLIDER CHECKS.............................................. 37
TEST FLIGHT CERTIFICATE................................................................................... 39
TECHNICAL SPECIFICATION ................................................................................. 39

3
GENERAL
Dear MAC PARA pilot
We congratulate you on your purchase of a MAC PARA paramotoring glider. Extensive
development work and numerous tests make the MacJet a state-of-the-art paramotoring
glider. The MacJet is a full reflex paramotoring glider and was designed for advanced
paramotoring pilots looking for an easy glider with a wide speed range. The MacJet has
easy launch and landing, performs better and flies faster than other wings with excellent
stability and manoeuvrability. Please read this manual carefully before you start, this
way you will get the most out of your glider, and enjoy many pleasant flights.
Please read this manual carefully and note following details:
The purpose of this manual is to offer guidelines to the pilot in the use of the MacJet and
is in no way intended to be used as a training manual for this or any other paramotoring
glider or even a paraglider. Paragliding and paramotoring are a sport, which demands,
besides the optimum equipment, a high degree of attentiveness, good judgement, and
theoretical knowledge. Paramotoring can be a dangerous sport, which may lead to
injury and death. You may only fly an aircraft of any description when qualified to do so
or when undergoing training from an accredited school or instructor. The use of this
paramotoring glider is solely at the user's own risk! The manufacturer and distributor do
not accept any liability. Pilots are responsible for their own safety and their paramotoring
glider airworthiness. The paramotoring glider carries no warranty! The author assumes
that the pilot is in possession of a valid paramotoring licence for glider's category,
insurance etc.
Before delivery, as well as during production, each paramotoring glider goes through a
strict visual inspection, and is test-flown by your dealer. Stamps on the placard, together
with a completed test-flight certificate, confirm this. Check that the paramotoring glider
has been test-flown before your first take-off. If it has not, consult your dealer.
Any inadequate use or misuse increases the risks considerably. The MacJet must not
be used outside the manufacturers recommended weight range. The MacJet must not
be used during rain or snow-fall. The MacJet must not be used in high or gusty winds.
The MacJet must not be used in cloud and fog. The MacJet must not be used by pilots
without sufficient knowledge or experience. Any changes made to this paramotoring
glider invalidate the certificate of airworthiness.
If, after carefully reading this handbook, you still have questions, suggestions or
criticism regarding this product do not hesitate to contact your dealer or us. We will be
glad to help and advise.
MAC PARA wish you many pleasant flights with your
MacJet

4
PILOT LEVEL REQUIREMENTS
As pilots you practise paramotoring for some time and your skills are likely to continue
growing. You know and appreciate the performance and safety of reflex gliders. We
recommend that to fly the MacJet, a minimum level of pilot experience of at least 50hrs
and one full year’s season of flying paramotoring gliders with adjustable trim is
desirable.
The MacJet can adapt to suit a full range of conditions and types of powered flying
except acrobatic flying. Nevertheless, strong turbulence and gusting winds can lead to
a partial or complete collapse of the canopy. Therefore never fly in such conditions.
Even though it is possible to use the MacJet for free flying, please note it is not EN
certified. We have made a great paramotoring glider but do not want to deceive you with
EN certification like some manufacturers do.
DESIGN
Wing tip steering
Top surface
Bottom surface Leading edge
Brake handle
Main karabineer
Rapid links
Main lines
Risers
Main brake line
Brake line
Stabilizer
Glider's label on the
central main rib
Trailing edge

5
TECHNICAL DESCRIPTION
Construction of the canopy:
The canopy of the MACJET consists of 58 cells over the wingspan. The wingtips are
slightly pulled down and this acts as a kind of stabilizer. The MacJet is a second rib
diagonal-construction paramotoring glider. Every main rib is attached to 4 or 5
suspension lines. Between these main suspension ribs, intermediate ribs are
suspended by diagonal segments. This construction ensures a smooth top surface and
precise airfoil reproduction. The internal reinforcements maintain the precise form of the
canopy and provide stability. The cell openings on the under-surface of the profile's
nose provide airflow into the glider. Stretch resistant flares, integrated with diagonal ribs
at the suspension points, ensure an even distribution of load throughout the canopy. A
stretch resistant Mylar strip on the top and bottom panels alongside the openings and
running the length of the trailing edge defines the wingspan, together with an optimized
sail tension; this guarantees high form stability. Large cross ports allow effective airflow
inside the canopy, providing good re-inflation without reducing the profile accuracy.
The MacJet is mainly made of the proven Nylon fabrics Porcher Marine Skytex Rip-stop
9092 E85A, 9017 E38A and 9017 E29A. Like any synthetic material, this can deteriorate
through excessive exposure to UV.
Rigging system:
The suspension lines are comprised of “cascaded top lines” (attached to the under-
surface),”cascaded middle lines” (cascade 2 to 2 top lines together on middle main
lines), and “main lines”. Main lines lead to the “quick link” (a Maillon which connects
lines and 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. A mark on the main brake line
indicates the position of the brake handle. This adjustment, on the one hand, allows
sufficient brake to be applied during extreme flying situations and when landing, while
on the other hand, this ensures that brakes are not permanently applied to the canopy
(especially when fully accelerated). This trimming should not be altered. For
differentiation purposes the A-lines are coloured red, the brake lines are orange, all
remaining lines are yellow. Also the main suspension loop, on the bottom of the riser, is
covered red. This is where the main karabiner should be hooked in, which then in turn
connects the risers to the harness.
The lines of the MacJet are made of proven strong and stretch resistant Polyester HMA
Aramid/Kevlar (yellow core) lines and PES/Dynema (white core) for brake lines. The
entire rigging system comprises individual suspension lines looped and stitched at each
end. The Aramid main lines have strengths from 140 up to 340 kg. The Aramid upper
cascade lines have strengths from 60kg up to 120 kg. The Aramid middle cascade lines
have strengths from 80kg up to 160 kg. The Dynema brake lines have strengths from
100kg up to 240 kg.

6
RISERS
The MacJet 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 (colored in red) while outermost A main lines
are attached to A1 risers. The 3 B-main lines and the B stabilizer lines are attached to
the B-riser. The 3 C-main lines and the C stabilizer/compensator lines are attached to
the C-riser and the 3 D-main lines to the D-riser. The main brake lines lead through the
pulleys on the D riser. The higher one for low main karabiner attachment of the
paramotor and the lower one for higher main karabiner attachment of the paramotor.
The line connections are made to triangular Maillons (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
swivel
trim buckle
brake
handle
lower pulley for
hight hangpoints
trim handle
magnet
button
trim strap
speed
system
speed system
pulleys
brummel
hook
Torque moments
compensato
r
WTST
handle
upper pulley for
low hangpoints
loop for main
carabinner
A
A
1BC DB
r
magnet
button
color
markingg
Adjuster of TMC

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RISERS
Brake handles:
Special MacJet brake handles are equipped with swivels, neodyme magnets and
extending soft loops. The brake handle can be modified according to the pilot’s
wishes from soft to semi-rigid or to rigid using different inserts.
Strong neodyme magnets hold the brake handles perfectly to the D risers while
attaching and releasing works very easily and quickly during flight. This minimises
the danger of getting them into a running propeller. Controlling the canopy with
extended soft loops is less tiring during long flights when retaining them with two
fingers especially with opened trims.
Wing tip steering (WTST):
Wing tip steering handles (small-two finger-brake handles) allow easy turns with a small
radius by providing higher drag on the wing tip. When steering with the main brakes in
the reflex mode (trims open) they become too heavy and the canopy loses the stability
advantages of a reflex airfoil. When applying wing tip steering the pilot can steer the
glider whilst keeping the reflex profile in the main part of the canopy. Note: Sharp turns
are easily possible.

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RISERS
Torque moments compensator (TMC):
The yellow line (equipped with small plastic ball) on the outer side of each riser is
connected to the line of C-line stabiliser. With the torque compensator you correct
engine torque moments and keep your wing flying in a straight direction without using
brakes for corrections. Especially powerful paramotors with heavier propellers tend to
turn your wing in the opposite direction to that the propeller is turning. The compensator
is very useful during long navigation flights. The compensator line with two knots leads
through a plastic tube with a groove. According to the trims position and adjusted
propeller turns you can use the lower or higher knot. Before take off you can adjust the
position of each knot according to your needs.
Speed system:
The MacJet is equipped with a stirrup operated speed-system, which returns
automatically to the normal position when the stirrup is 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 49 cm without quick links. When the stirrup is pushed
out the A-risers are shortened by up to a maximum of 20 cm, the A1-risers are
shortened by up to a max of 15 cm, the B-risers by up to a max. of 10 cm, the C-risers
by up to a max. of 9 cm, the D-risers retain their original length.
Trims:
The MacJet has a wide speed range in flight thanks different trim settings. The
MacJet trims have a deceleration range of 6 cm and 12 cm of acceleration. On
the faster setting (trims fully open or accelerated) the wing’s speed increases.
The wing is less sensitive to turbulence and the stability improves. On slower
settings (neutral or trims pulled down), sink rate improves and handling
becomes lighter and the wing is more sensitive to turbulence.
The speed with closed trims is around 40 - 43km/h with a relatively low effort of
the engine. With additional pressure on the brakes the cruise speed is around
34 37 km/h with the best sink rate and an effortless thrust from the motor. This
position is ideal for economy navigation tasks. The neutral trim position is
marked with a white line on the risers and it is the position where the risers are
level. (The most useful configuration for navigation and for precision ground
tasks). The MacJet still turns very well, and restores plenty of energy flying
around 49-52 km/h. It requires a little more RPM than with closed trims! This is
the position we recommended for using the speed system.
With the trimmer fully open you reach around 52-54 km/h. The main brakes are
getting hard. Control the MacJet with the wingtip steering. In this configuration
the canopy is solid. Fully accelerated the speed increases to around 60-63km/h
with high fuel consumption. (Risers lengths on page 30).

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TRIMMING

10
MATERIALS
Tissue
(PORCHER SPORT, Rue du Ruisseau B.P. 710,38290 ST. QUENTIN FALLAVIER, FRANCE)
Top Sail - Leading Edge - SKYTEX 45 E85A - 100% nylon 6.6 , 33 Dtex, 45 g/m2
Top Sail - Trailing Edge - SKYTEX 40 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Bottom Sail - SKYTEX 40 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Main ribs, Diagonals - SKYTEX 40 E29A - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Ribs - SKYTEX 40 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Reinforcement Main Ribs - Grille Polyester 200 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-6843-060, Breaking Load 60 kg
Upper lines - Aramid/Polyester A-6843-080, Breaking Load 80 kg
Upper lines - Aramid/Polyester A-6843-120, Breaking Load 120 kg
Brake lines - Dynema/Polyester A-7850-100, Breaking Load 100 kg
Main lines C1,D2,D3 - Aramid/Polyester A-7343-140, Breaking Load 140 g
Main lines C2,C3 - Aramid/Polyester A-6843-160, Breaking Load 160 g
Main lines D1 - Aramid/Polyester A-6843-080, Breaking Load 80 g
Main lines A1,B1 - Aramid/Polyester A-7343-190, Breaking Load 240 kg
Main lines A2,A3,B2,B3 - Aramid/Polyester A-7343-230, Breaking Load 340 kg
Wing tip line - Aramid/Polyester A-6843-060, Breaking Load 80 kg
Main brake line - Dynema/Polyester A-7850-240, Breaking Load 240 kg
Attachment straps
(STAP a.s., 407 80 VILEMOV, CZECH REPUBLIC)
STAP-POLYESTERBRIDLE 13 mm, Breaking Load 70 kg
Risers
(MOUKA TISNOV ltd, Koráb 133, 66601 Tišnov, Czech Republic)
Polyester 367 040 020 912 25x1,5 mm Breaking Load 800 kg
Thread
(AMANN SPONIT ltd, Dobronická 635, 148 25 PRAHA 4, CZECH REPUBLIC)
Lines-SYNTON 60, Main lines-SERABOND 60, Canopy-SYNTON 40, Riser-SYNTON 30
Rapid links
(ELAIR SERVIS, CZECH REPUBLIC)
NIRO TRIANGLE 200 - Max. Load 200 kg

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TECHNICAL SPECIFICATIONS
Paramotoring (reflex) glider MacJet MacJet MacJet MacJet MacJet
Size 22 24 26 28 31
Zoom flat [%] 88,0 92,5 96 100 104,5
Area flat [m2]22,02 24,33 26,21 28,44 31,06
Area projected [m2]19,06 21,06 22,68 24,61 26,87
Span flat [m] 10,73 11,28 11,71 12,20 12,75
Span projected [m] 8,54 8,98 9,32 9,71 10,15
Aspect ratio flat - 5,23 5,23 5,23 5,23 5,23
Root cord [m] 2,45 2,57 2,67 2,78 2,91
Cells [kg]5858585858
Weight [kg] 5,8 6,0 6,3 6,6 7,0
Weight range * [kg] 77-100 85-110 100-130 115-147 140-180
Min.speed [km/h] 24-26 24-26 24-26 24-26 24-26
Speed Trimmers closed [km/h] 40-43 40-43 40-43 40-43 40-43
Speed Trimmers open [km/h] 49-52 49-52 49-52 49-52 49-52
Top speed (accelerator) [km/h] 60-63 60-63 60-63 60-63 60-63
Glide ratio - 8,2 8,2 8,2 8,2 8,2
Min. Sink rate [m/s] 1,3 1,3 1,3 1,3 1,3
* powered pilot equipped = weight naked + cca. 35 - 40 Kg
CHECKS ON A NEW PARAMOTORING GLIDER
Before delivery, as well as during production, each paramotoring glider goes through a
strict visual inspection. Additionally we recommend that you check your new glider in
accordance with the following points. Additionally we recommend that you make this
check after flying extreme manoeuvres or after tree landings or similar.
•Inspection of the canopy for tears or damage, especially the seams which join the
ribs to the upper and lower surfaces, but also the area of the attachment tapes and
brake-line connections.
•Inspection of the lines for damage to the stitches. The line lengths must be checked
after 50 hours flying time and whenever the flight behaviour of the glider changes
•Inspection of attachment tapes for damage to the stitches. It is also important to
check the attachment tapes and brake-lines for tangles.
•Inspection of the risers for faultless condition. Rapid links must be secured.
With even slight damage the glider loses its airworthiness!

12
SETTING UP THE CONTROLS
Brakes adjustment and brake handles:
We strongly recommend the following actions be supervised by a paramotoring
instructor. Very often improper brake line adjustment can lead to different reactions
of your glider or loss of flight comfort or speed. With a brake line adjusted too short
the canopy will lose its easy take off behaviour. On the risers diagram you can see
there are two brake line pulleys on each riser, higher and lower.
Before flying the glider please check the setting of the brake lines and adjust them
in accordance to your hang points. When flying paramotors with lower hang points
(main karabiner 50-60 cm from seat plate) the brake lines should lead through the
higher pulleys only and the brake handles should be adjusted on the higher marks
of the brake lines. When flying paramotors with higher hang points (higher then 70
cm or trikes) the brake lines should lead through the lower pulleys and the brake
handles should be adjusted on the lower marks of the brake lines.
Check the set up by inflating the glider on the take off site with a constant breeze 2-
3 m/s 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 have only a 5-10 centimetres of movement before the brakes
start to pull down on the trailing edge of the wing. Make sure it is the same length on
both sides.
It is safer to have this adjustment a bit longer than too short. When free flying the
wing should be set up though the top pulley and with the shorter lines
Note!! All new gliders leave the factory rigged for lower hang points!
Fitting the speed-system:
Most modern paramotoring harnesses have pulleys attached for speed system fitting.
The MacJet speed system, including the Brummel-hooks supplied, must be assembled
as per instructions.
The speed system cord is firmly attached (use bowline or other non sliding knot) to the
foot stirrup (webbing or alloy bar). The other end of the cord is run through a pulley on
the harness and then in an upward direction to be then firmly attached to the Brummel-
hooks!
The length of the cord leading to the 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.
(Use of 2 stirrups in a ladder fashion can enable you to reach the full range if your legs
are not long enough.) Ensure both cords on the stirrup are of equal length, to avoid
putting a turn in the glider.
Test your speed system for the correct length of cord on the ground first (simulating
flying position), with your harness and risers, before flying with it! The full range is
reached when the 2 pulleys join together. Before launch, attach the glider's risers to the
harness with the main karabiners. Ensure that the speed system is untangled and
operates freely before flying! There should be a spare inch or so before they activate.
Remember that it is always safer to set the margin of play too big than too small.

13
FLYING THE MACJET
The following information must not under any circumstances be taken as
a manual for practising paramotoring. We would like to advise you of the
MacJet features and important information for your flying and security.
Preparing for take off:
As for any aircraft a thorough pre-flight check must be made prior to each flight on the
MacJet!
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 and the risers. They have to be closed
tight.
Put on the harness with maximum care and check the handle of the safety system and
that all the flaps of the outer container are fastened securely and correctly. The main
karabiner must also be checked carefully. Replace it if any damage is visible, or
generally after 300 flying hours. Finally connect the risers to your harness with the main
karabiners.
Check carefully that they are properly closed.
Attention! Never fly with an open main karabiner! Do not take off if you find any
damage on your equipment!
Having unpacked and laid out the paramotoring glider in a slight horseshoe pattern the
following checks must be made:
Checklist before every flight:
Preparing the wing:
•canopy without any damage
•risers without damage
•maillons (quick links) closed tight
•Stitching of the main lines near the risers are o.k.
•all main lines run free from the riser to the canopy, brake lines are free
Before putting on the harness:
•warm up your engine and stop the engine before clipping in the risers
•rescue handle and deployment pins secure
•buckles (leg- ,front riser) closed
•main karabiners attached and properly closed
Before takeoff:
•the helmet is on and locked
•speed-system mounted and connected properly
•risers not twisted
•the trims are properly set
•brake handle and brake lines are free and not twisted

14
FLYING THE MACJET
•nothing will get in propeller's way
•pilot's position relative to the wing (centred: all lines same tension)
•the engine delivers full power
•wind direction
•obstacles on the ground
•free airspace
When laying out the glider, the wind direction should be observed. The canopy should
be deployed into the wind so both sides of it are loaded symmetrically. The
paramotoring glider should be arranged in a semicircle against the wind. This ensures
that the A-lines in the centre section of the canopy will tension before the ones at the
wing tips. Thus the canopy inflates evenly and an easy launch in the desired direction is
guaranteed. All lines and risers should be carefully 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 clear and can not catch on any thing 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 often 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 karabiners.
Check carefully that they are closed properly.
Launch
The MacJet is easy to launch but with a very weak or zero wind it requires appropriate
launch technique. Before take off, recheck the canopy and trimmer setting, the direction
of the wind and the air space around you! When the pilot is ready to take off he/she
holds all A-risers and the brake handles in each hand. To facilitate differentiation
between the risers, the A-lines, including the sleeves on the A-risers, are coloured red.
Before take-off, place yourself centrally at the gliders axis. Let the B-, C- and D-risers
fall into the crook of your arm and hold the A risers with arms outstretched behind you.
Pull up the canopy dynamically using the A-risers. (The stronger the headwind the less
run-up you need to pull the canopy up). After the initial effort of inflation, keep applying
forward pressure on the A-risers (pushing them forward, not pulling down):
1. Paragliding technique - Once the pressure on the A risers eases. The canopy
should now be directly over the pilot's head. As soon as the glider is above you, stop
pulling on the A-risers. A good progressive run ensures your MacJet will inflate and
come up equally and quickly. Should the canopy surge forward, control it by gently
braking. Now, do a visual check upwards, to ensure the canopy is completely open
(otherwise, abort the take-off). Only then is the final decision to continue the launch
taken! If anything is not completely safe the launch should be aborted! Now accelerate
continuously until you lift off. It is easier to take-off in a light headwind, if after reaching
minimum flying speed you apply the brakes slightly. After the take-off, gently release the
brakes again. The canopy should be braked gently to stabilize the glider and possibly
correct for drift. Moving the pilot's body to the centre of the glider is the best method of
correction, if there is sufficient room.

15
FLYING THE MACJET
2. Paramotoring technique – Once the canopy is up to the angle of 80° open up full
power and lean back to counter the engine thrust, so that it can push you forward rather
than towards the ground. Continue to run in this position. When you approach take off
speed gently apply the brakes (max 30% of the brake range). The faster the trim setting
is, the more brake input is required to take off. Once you have safely taken off, continue
heading into the wind with released brakes to gain enough height.
Paraglider pilots, especially those who are used to flying, usually have a tendency when
running to lean forward with already slightly applied brakes. When taking off with a
paramotor the pilot needs to stand up straight and allow the thrust of the engine to push
pilots body horizontally forward rather than diagonally down. Paraglider pilots starting
paramotoring therefore need to learn how to stand up straight while continuing to move
forward into wind. Don’t try to get into the seat when you leave the ground as you are
still relatively low and in the event of an engine failure you will be back on the ground
very quickly. Instead, climb to a safe height, into wind, and then gently throttle back
before getting into the seat. Properly fastened leg straps before take off makes getting
into the harness much easier. If you need to use your hand be sure to put the brake
toggle on the magnet first to avoid it being sucked back into the prop.
WARNING!! Do not jump or lift your legs immediately after taking off! This could have
dire consequences when done with a paramotor if the wing has not reached the proper
take off speed.
WARNING!! Do not attempt to get into the seat while holding the toggles.
WARNING!! Do not use the forward launch in very strong winds. Make sure you don't
pull the risers too much towards yourself or downwards as this can result in a frontal
collapse, or in an asymmetric take-off
Reverse launch
The MacJet is easy to reverse launch. When doing a reverse launch or when launching
in strong winds the paramotoring glider can possibly surge forward more quickly or lift
off sooner than desired. To avoid this, walk uphill following the canopy during inflation.
We recommend pulling the trims down 2-3 cm. As this launch technique can be difficult
and turning the wrong way can result in the pilot taking off with twisted risers. It is
recommended to practice reverse launching on a training hill or slight slope first. When
on the flat with your paramotor then only with the engine off. The most important thing is
ground handling. You need to be able to keep the wing directly into wind while taking off
on flat ground. When deflating the canopy in strong winds, or aborting a launch, use the
C- or D- risers, not the brakes. Using the brakes in strong wind will cause more lift, lifting
the pilot up and dragging him/her much further back. A good way to launch the MacJet
in reverse with a stronger wind is using the A lines in the left hand, along with the left
brake toggle and the throttle (if you have it on the left side), and the D lines in the right
hand along with the right toggle (and the throttle if you have it on the right side). It is
better to start to learn this A and D reverse technique without the paramotor and once
you practise a bit you can start with the paramotor. Using this technique the pilot can
build a wall directly into wind with the pilot in centre of the canopy.

16
FLYING THE MACJET
Launch the canopy over your head and use the D lines to stop it over shooting. This
stops you from applying both brakes (as when using standard reverse launch method)
and pushing your hands back towards the propeller. Once the canopy is above your
head you release the A and D straps and turn for 180 degrees into wind and 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. Don`t
try to get into the seat when you leave the ground as you are still relatively low and in
the event of an engine failure you will be back on the ground very quickly. Instead, climb
to a safe height, into wind, and then gently throttle back before getting into the seat.
Another reason not to try climbing too steeply is the risk connected with engine failure at
low altitude. Golden rule! For any aircraft the most important thing on take off is a
proper amount of speed. High angles of attack and a low speed are more likely to
cause a stall. You should always be able to land safely in case of engine failure.
Therefore note! 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 torque moments
while not sitting properly in your harness. So be ready to counter-steer with a brake
input to correct turning tendency and keep flying straight. You also can compensate
torque moments by adjusting cross bracing if present on your harness or by adjusting
torque compensator on the opposite riser of the turn tendency. 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.
Wind Trim settings Launching technique & additional settings
under 1 (m/s) Neutral position
(on the white line) or
released for 1-2 cm.
Forward launch
- start with loose lines. 2 steps back toward the
canopy to increase the speed of the run.
- start with full help of the thrust
- try to minimize use of the brakes.
- correct position of the wing by moving toward in
appropriate direction rather than by using brakes
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

17
FLYING THE MACJET
Flight
Once in the air after take off at a higher angle of attack it some gliders may have a
tendency to roll under full power. The torque and gyro moments lift the pilot to one side;
you then drop back only to swing up again. Generally such roll oscillations usually occur
with greater engine output and propeller diameter, lower wing loading. The more brake
input the bigger the roll tendency. In this case the safest way to deal with this is to
throttle back a bit and release the brakes. Novice paramotoring pilots tend to be
especially prone to overreacting. Do not forget - release the brakes.
The MacJet can reach speeds of 39-43 km/h on neutral setting depending on the weight
of the pilot. Always fly with sufficient clearance from the terrain. With power off the
MacJet glides best with open brakes, descends best with lightly applied brakes and
trims closed. We recommend that, to give yourself the chance to get used to it, your first
flights should be made on or just below the neutral range of trim settings, where, the
glider will feel more familiar, like a conventional wing. With this trim, 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 avoid
canopy collapse. If the canopy pendulums forward, this should be corrected by prompt
application of the brakes. A pendulum movement of the canopy backwards is corrected
by easing the brakes in good time. When you have become fully confident in your wing,
try experimenting with slower and faster trim-settings, weight-shift and speed bar and
enjoy the extra speed and security the MacJet offers you.
Different trim settings
The MacJet has a wide speed range in flight by virtue of the different trim
settings. This may demand higher pilot attention in flight. Anyway once used to
it you will appreciate the abilities of the wide speed range.
With the trims fully open (trim buckle over the white line) the wing’s speed increases
(good for long transitions). The canopy becomes stiffer and is less sensitive to
turbulence and its stability improves. On faster trim settings or when flying on speed bar
the brake forces rapidly increase and the handling decreases. When the trims are fully
opened and you are not flying close to the ground we recommend steering with the wing
tip steering handles. It is the special feature of the reflex profile - the faster you fly, the
safer your glider is. 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 trims, the wing loses its reflex characteristic (and the advantage of stability)
and may be more prone to collapse.
On the slower settings (trim buckle under the white line), sink rate improves
and handling becomes lighter, whilst 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.

18
FLYING THE MACJET
Note!! If trims are asymmetrically adjusted, the wing will turn. Therefore trim
setting is an important part of the checklist before every flight!
Accelerated flight (speed bar applied)
When flying with the speed system applied 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, simply place your feet on the stirrup and push forward in a
horizontal plane. If a loss of back pressure of the stirrup on your legs is noticed, this is a
warning that the canopy is probably about to collapse. Release the stirrup and thus the
speed system immediately. Do not use the speed system in very turbulent conditions,
close to the ground or near other airspace users. Always fly with sufficient clearance
from the terrain and always keep the brake handles in your hands!
Warning!! Do not apply brakes when fully accelerated! Braking increases lift near
the trailing edge. The main lift point moves backwards. Due to this the wing can
loose stability and can lead to frontal or side collapse on accelerated flight. When
fully accelerated (maximum speed bar and trims open) using full thrust and you
rapidly decrease the thrust (e.g. close the throttle completely) you can cause the
“pendulum effect” and then the glider can surge forward which automatically
decrease the angle of attack. This also can easily lead to collapse in turbulent air.
At maximum speed-bar and fully open trims we strongly recommend steering with wing
tip steering handles. At first learn to fly using the speed system with the trims in neutral
position. It is advisable to use the speed system with neutral or half opened trims. Turns
executed in this way will be slightly wider, but the strength needed to initiate the turn is
smaller then with brakes.
Steering - turns:
The MacJet is a very responsive paramotoring glider and reacts very directly and
instantly to any steering input. Weight shift input quickens turns and ensures minimal
height loss.
From neutral to closed trim settings the turns can be done much tighter and are more
effective using a combined technique while steering with serial brake together with
wingtip steering brake. This technique is very useful for slalom competitions. Turns can
be much improved by additional use of throttle weight shift etc. With growing experience
you will be able to master these techniques and to make fully coordinated and effective
turns.
In case it is impossible to control the MacJet with the brake lines the D-risers may be
used to steer and land the canopy. Attention! Pulling brake too fast or too hard can
result in the canopy entering a negative spin.

19
FLYING THE MACJET
Study the following drawings of different trimmer setting and speed-system use and
their influence to the wing stability.
Released trims without brakes
Preferred setting for fast and safe flying. The centre of gravity of the airfoil is moved
forward, the wing has higher resistance to collapses. Pitching moment decreases.
Released trims with brakes applied
The MacJet uses a flap system in the centre of the wing on the trailing edge for
improved take-offs and landings. This provokes more lift in the centre of the wing
and also increases the pitching moments. Even slight brake input (especially on
full speed bar) produce lift close to the trailing edge. The centre of gravity of the
airfoil is moved back and the higher pitching moment significantly decreases the
stability.
Warning!! Especially in turbulence this can lead to a collapse on full speed with
trims released! Therefore we recommend pilots only use the wing tip steering
system.

20
FLYING THE MACJET
Closed trims
Using this trim setting serial brakes are the normal and predefined steering system.
Additional use of the wing tip steering system combined with serial brakes can execute
sharper turns. Slower trim setting is used for landing and thermaling. The canopy
behaviour is similar to that of classic paragliders.
Approach and Landing:
To avoid excessively demanding situations on the approach to landing, it is important to
initiate the process at an adequate altitude. This leaves you enough time to observe and
appropriately deal with wind direction and any other aircraft in your vicinity.
The MacJet is easy to land. The final leg of the landing approach must be into the wind.
There is a choice of two methods of landing with a paramotor. One without power (this
minimises the risk of propeller damage) and the second with power.
Power off landing
When approaching the landing spot check the wind direction and your height. Power off
your engine at about 30m and glide like a paraglider with trims in the neutral or closed
setting and brakes released. During this final glide the glider should be decelerated
slowly with regard to conditions, converting your excess speed into lift. The pilot should
flare the canopy with his feet just 0,5m over the ground before the touchdown. If too
much brake is used too early the glider may climb again, gaining height,. Strong wind
landings require correspondingly less brake. Every pilot should practice landings without
power, because one day your engine will fail and you will need this skill.