MAC PARA Pasha 4 User manual

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Contents
GENERAL................................................................................................................... 3
OVERALL PLAN......................................................................................................... 4
TECHNICAL DESCRIPTION ...................................................................................... 5
MATERIALS................................................................................................................ 9
TECHNICAL SPECIFICATIONS............................................................................... 10
HARNESS................................................................................................................. 10
CHECKS ON A NEW PARAGLIDER........................................................................ 11
ADJUSTING BRAKE LINES ..................................................................................... 11
FLYING THE PASHA 4............................................................................................. 12
TOWING................................................................................................................... 15
MOTORISED FLIGHT............................................................................................... 16
EXTREME FLYING MANOEUVRES ........................................................................ 16
RAPID DESCENTS................................................................................................... 20
LOOKING AFTER YOUR PARAGLIDER.................................................................. 21
TREATING NATURE WITH RESPECT .................................................................... 24
LINE PLANS ............................................................................................................. 24
Line plan Pasha 4 -39............................................................................................... 25
Line plan Pasha 4 - 42.............................................................................................. 26
FULL LINE LENGTHS .............................................................................................. 27
MANUAL FOR PARAGLIDER CHECKS................................................................... 28
CHECKS................................................................................................................... 30
TEST FLIGHT CERTIFICATE................................................................................... 31
Technical data........................................................................................................... 31

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GENERAL
Dear MAC PARA pilot
We congratulate you on your purchase of a MAC PARA paraglider. Extensive
development work and numerous tests make the Pasha 4 a high performance biplace
paraglider with maximum possible safety. The Pasha 4 is constructed for thermal and
cross-country flying, and will enable pilots to get maximum enjoyment. The Pasha 4
offers very easy inflation and simple ground-handling characteristics by take off,
excellent handling in flight and easy landing. Please read this manual carefully before
you start, this way you will get the most out of your glider, and enjoy many nice flights.
MAC PARA wish you many pleasant flights with your Pasha 4.
Please read this manual carefully and note following details:
Paragliding is a sport, which demands, besides the optimum equipment, a high degree
of attentiveness, good judgement, and theoretical knowledge. Paragliding can be a
dangerous sport, which may lead to injury and death. This paraglider meets at the time
of delivery requirements of the EN (European Norm) 926 or LTF (German Certificate of
Airworthiness). Any alternations to the paraglider will render its certification invalid! The
use of this paraglider is solely at the user's own risk! Manufacturer and distributor do not
accept any liability. Pilots are responsible for their own safety and their paraglider
airworthiness. The paraglider carries no warranty! The author assumes that the pilot is
in possession of a valid paragliding licence for glider's category, insurance etc.
Before delivery, as well as during production, each paraglider 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 paraglider 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 Pasha 4 must not
be used outside the certified weight range. The Pasha 4 must not be used during rain or
snow-fall. The Pasha 4 must not be used in high or gusty winds. The Pasha 4 must not
be used in cloud and fog. The Pasha 4 must not be used by pilots without sufficient
knowledge or experience.
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 advice.
MAC PARA wish you many pleasant flights with your
Pasha 4
Version 1.0 Stand 1.06.2010

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Operating limits
The Pasha 4 has been tested by certification laboratory European Para Academy to
LTF 1-2 / EN-B category. The Pasha 4 is certified for solo flight. The Pasha 4 has been
load and shock-tested and passed with a load corresponding to 8G of the maximum
weight in flight 220 kg. Its flying tests have shown that the glider remains stable and
controllable over a wide range of normal and abnormal flight conditions. Nevertheless,
turbulence and gusting winds can lead to a partial or complete collapse of the canopy.
Therefore never fly in such conditions.
Any changes made to this paraglider invalidate the certificate of airworthiness.
OVERALL PLAN
Trailing edge
Leading edge
Brake handle Main karabineer
Rapid links
Main lines
Riser
Main brake line
Brake line
Stabilizer
Top surface Bottom surface Glider’s label on the
central main rib

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TECHNICAL DESCRIPTION
Construction of the canopy:
The canopy of the PASHA 4 consists of 54 cells over the wingspan. The wingtips are
slightly pulled down and this produces a kind of stabilizer. The Pasha 4 is a second rib
diagonal-construction paraglider. Every second main rib is attached to the 4 or 5
suspension lines. Between these main suspension ribs, intermediate ribs are
suspended by diagonal segments. These segments do not lead to top surface of canopy
but are attached at 80% of rib's height. 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 Pasha 4 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 lines of the Pasha 4 are made of proven strong and stretch resistant Polyester HMA
Aramid/Kevlar (yellow core) lines and PES/Dynema (white core) lines. The entire rigging
system comprises individual suspension lines looped and stitched at each end. The
Aramid lines have strengths from 60 up to 340 kg. The Aramid cascade lines have
strengths from 80kg up to 160 kg. The Dynema brake lines have strengths from 80kg
up to 360 kg
The suspension lines are comprised of “cascaded top lines” (attached to the under-
surface),”cascaded middle lines” (cascade 3 to top lines together on outermost 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 to
the brake handles through the pulleys attached to the D-risers. A

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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 Pasha 4 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 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 to the C-riser. The 2 D-main lines to the D-riser. The main brake lines
leads through the pulleys on the D riser.
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. See line plans for details.
Risers with trim system:
Each of the riser sets of the Pasha 4 has a lockable trimmer.
The trim system shortens and lengthens the B, C and D risers and changes the angle of
attack. In normal flight, all risers are in a "neutral position" and are of equal length (46
cm to the bottom edge of the rapid links). This position is marked with a white line on
the trimmer straps. When you pull down the straps that run through the trimmers, the B-
risers are shortened up to 2 cm, C-straps up to 2.5 cm, and the D-risers up are
shortened to 5 cm. When you open the trims (push the trim buckles) , the B-risers are
extended up to 0.5 cm, C-straps up to 2.5 cm, and the D risers are extended by up to 5
cm.
Operation and handling:
Connect the risers to the spreader-bars before take off. It is important to ensure that the
hook points on each spreader bar are equal. By pulling the straps that run through the
trimmers, the B / C / D straps are shortened. This increases the angle of attack and the
glider flies slower. By opening the trimmers, the B / C / D risers are extended. This
decreases the angle of attack and therefore the glider flies faster.
Trim
The glider is delivered with a five riser system and tandem spreader-bars. Its speed
varies in the range from 36 - 44 km/h depending on the wing loading and position of the
trimmers. The brake lines should always be adjusted so that the first brake-lines just
come under tension when the brake handles have been pulled 5 - 10 cm.
The test results relate to this brake-line adjustment. In extreme situations other settings
may lead to the glider reacting differently. To be able at all times to react quickly enough
to possible problems; you should not let go of the brake handles

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during the flight (it may be possible to hold both handles in one hand). Alter the line
length to bring the handles to a suitable height when using your harness.
Safety equipment
An optimal outfit should be a matter of course for every paraglider pilot. Always wear
stout footwear, a helmet, and gloves. Clothing should be warm and allow sufficient
freedom of movement. A rescue-system can be life-saving in case of an irremediable
disturbance of the canopy, collapse in the air or material failure, and is therefore
imperative.
Tandem spreader bar
The PASHA 4 tandem spreader-bar allows varied attachment possibilities, allowing for
the difference in heights and weights of pilot and passenger. Changing the main
attachment (karabiner - min. strength 24 kN) position can allow for weight difference: the
front position (3) for heavier passengers or if their weights are the same and the back
position (4) for lighter passengers. The passenger weight is always compared to the
weight of the pilot!
The rescue system bridle must be connected to main suspension point on the spreader-
bar (3 or 4). It is possible to use a separator karabiner (min. strength 24 kN) for the
rescue system, clipped in to the same loop as the main karabiner. The rescue system
bridle must not be connected only to the pilot's or passenger's harness or to the
spreader-bar's hang points.
WARNING: The karabiners used in position 3 or 4 must be karabiners
designed for tandem flight, which means the minimum strength must be 24 kN.
(Recommendation Austrialpin Powerfly, Austrialpin Delta). This applies also to
the karabiner used for the attachment of the rescue system in Position 3 or 4.
1. Passenger’s hang point.
2. Passenger’s hang point.

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3. Main suspension and rescue system attachment point, when passenger is heavier
than the pilot or when passenger is the same weight as the pilot.
4. Main suspension and rescue system attachment point, Main suspension and
rescue system attachment point, when passenger is lighter than the pilot.
5. Suspension point for the pilot.
Riser
Riser lengths Pasha 4
A A1 B C D
Trims open 460 460 465 485 510
Trims closed 460 460 440 435 410
The lengths are measured from the main attachment point to the lower edge of rapid
links.
Color
marking
Loop for main
karabineer
Trims closed Trims neutral Trims open
Brake handle
Change of the
an
g
le of attack
A A1 B C D A A1 B C DA A1 B C D
Trim buckle
Brakeline
pulley
Magnet button
Slower Faster

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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 cascade C,D,E - Aramid/Polyester A-6843-060, Breaking Load 60 kg
Upper cascade A,B,C,D - Aramid/Polyester A-6843-080, Breaking Load 80 kg
Upper cascade A,B - Aramid/Polyester A-6843-120, Breaking Load 120 kg
Middle cascade D - Aramid/Polyester A-6843-080, Breaking Load 080 kg
Middle cascade C - Aramid/Polyester A-6843-120, Breaking Load 120 kg
Middle cascade A,B - Aramid/Polyester A-6843-160, Breaking Load 160 kg
Brake lines upper cascade wing tip - Dynema/Polyester A-7850-080, Breaking Load 80 kg
Brake lines middle cascade wing tip - Dynema/Polyester A-7850-100, Breaking Load 100 kg
Brake lines upper cascade - Dynema/Polyester A-7850-100, BBreaking Load 100 kg
Brake lines middle cascade - Dynema/Polyester A-7850-130, BBreaking Load 130 kg
Main lines C1,D2,D3 - Aramid/Polyester A-6843-200, Breaking Load 200 g
Main lines A1,B1 - Aramid/Polyester A-6843-240, Breaking Load 240 kg
Main lines A2,A3,B2,B3,C2,C3 - Aramid/Polyester A-6843-340, Breaking Load 340 kg
Stabilizer line - Aramid/Polyester A-6843-080, Breaking Load 80 kg
Main brake line - Dynema/Polyester A-7850-340, Breaking Load 340 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 367 040 025 912 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
Biplace Pasha 4 Pasha 4
Size 39 42
Zoom flat [%] 96 100
Area flat [m2]39,31 42,65
Area projected [m2]35,46 38,48
Span flat [m] 14,56 15,17
Span projected [m] 12,31 12,82
Aspect ratio flat - 5,4 5,4
Root cord [m] 3,35 3,49
Cells - 54 54
Weight [kg] 8,6 9,0
Weight range [kg] 125-190 145-220
Min.speed [km/h] 22-24 22-24
Speed Trimmers closed [km/h] 36-38 36-38
Speed Trimmers open [km/h] 42-45 42-45
Top speed (accelerator) [km/h] - -
Glide ratio - 8,6 8,6
Min. Sink rate [m/s] 1,1 1,1
Cetification with trimmers - EN EN - B
HARNESS
The Pasha 4 is certified with LTF GH type certified harnesses. Nearly all harnesses
available on the market are type “GH”.
These “GH” harnesses are different to “GX“ harnesses, which have a lower attachment
point for the main karabiners and effective cross bracing. The Pasha 4 was not tested
with harnesses with an effective cross bracing system.
Any certified harness with a hang point at about chest height may be used with the
Pasha 4 (37-50cm over seat plate). The distance between left and right main karabiners
should be between 45 and 60cm, depending on the size of the pilot and the type of the
harness. Please note: the hang point position changes the position of the brakes relative
to the pilot's body.

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CHECKS ON A NEW PARAGLIDER
Before delivery, as well as during production, each paraglider goes through a strict
visual inspection. Additionally we recommend that you to check your new glider in
accordance with the following points. 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!
ADJUSTING BRAKE LINES
The brake lines lead from the trailing edge of the canopy to the main brake lines which
then run through pulleys on the D-risers to the brake handles. A mark on the main brake
line indicates the position of the brake handle.
The glider is delivered with a standard set-up and its speed can reach 36 - 44 km/h
depending on the weight of the pilot and the passenger and position of trims. The brake-
lines should always be adjusted so that the first brake-lines just come under tension
when the brake handles have been pulled 5 - 10 cm. The test results relate to this
brake-line adjustment. This adjustment, on the one hand, allows sufficient brake to be
applied during extreme flying situations and when landing, while on the other hand, it
ensures that the canopy is not permanently braked (especially when fully accelerated).
This trim should not be altered. In extreme situations any other settings may lead to the
glider reacting differently to versions which have been tested.
NOTE!! If in doubt about the brake-line adjustment, it is preferable to leave them too
long, as any necessary shortening can easily be achieved by wrapping them round your
hand.

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FLYING THE PASHA 4
The following information must not under any circumstances be taken as a
manual for practising paragliding. We would like to advise you of the Pasha 4's
features and important information for your flying and security.
Preparing for take off:
As with any aircraft, a thorough pre-flight check must be made prior to each flight on the
Pasha 4!
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 harnesses and spreader-bars 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 karabiners must also be checked carefully. Replace it if any damage
is visible, or generally after 300 flying hours. Connect harnesses with the spreader-bars
and finally connect the risers to your spreader-bars 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 to your equipment!
Having unpacked and laid out the paraglider in a slight horseshoe pattern the following
checks must be made:
Checklist:
Preparing the wing:
•canopy without any damage
•risers and spreader-bars without any damage
•maillons (quick links) closed tight
•stitching of the main lines near the risers is o.k.
•all main lines run free from the riser to the canopy, brake lines are free
Putting on the harness:
•rescue handle and deployment pins secure
•buckles (leg and chest strap) closed
•main karabiners
Before takeoff:
•spreader-bars mounted and connected properly
•risers not twisted
•brake handle in hands, brake lines free
•pilot's position relative to the wing (centred: all lines same tension)
•wind direction
•obstacles on the ground
•free airspace

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When laying out the glider, the wind direction should be observed. The canopy should
be deployed into the wind so both halves of it are loaded symmetrically. The paraglider
should be arranged in a semicircle into 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 such 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 can often be 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 the
spreader-bar using the main karabiners. Check carefully that they are closed properly.
Launch
The Pasha 4 is very easy to launch. This is possible in almost all wind conditions except
strong headwinds. The trimmers should be adjusted between closed and neutral
position according to the wind and terrain. Generally we recommend the use of both A-
risers (A and A1) for take off. Depending on the launch technique, and wind conditions
the pilot can alternatively use only middle A-rirers to inflate the canopy. Before take off
recheck the canopy, 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. For the Pasha 4 we recommend take off from slightly
tensioned lines. The Pasha 4 is easy to launch. If the pilot allows too much slack in the
lines to the canopy the glider can get too much energy during inflation and the canopy
can overfly the pilot, and this may lead to a collapse. A good progressive run ensures
your Pasha 4 will inflate and come up equally and quickly. Should the canopy surge
forward, control it by 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 most important thing is the constancy of the pull on the A risers and not the power.
Since the Pasha 4 is very easy to launch, on steep take-offs or in stronger

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winds do not forget to brake properly to control the movement of the canopy. As already
mentioned, this can be corrected by the right position of the trims.
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
The Pasha 4 is easy to reverse launch. When doing a reverse launch or when launching
in strong winds the paraglider can possibly surge forward more quickly or lift off sooner
than desired. To avoid this, walk uphill following the canopy during inflation. 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 the reverse launch on a training hill
or slight slope first. 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.
If you let go of the brake handles during take-off, take care that the brake line is not
twisted around the brake pulley!
Flight
The glider is delivered with a standard set-up and its speed can reach 36 - 44 km/h
depending on the weight of the pilot and trims position. Always fly with sufficient
clearance from the terrain. The Pasha 4 glides best with open brakes, descends best
with lightly applied brakes. In turbulence fly with brakes lightly applied (15-20 cm) to
avoid canopy collapse. If the canopy pendulums forward, this should be corrected by
prompt braking. A pendulum movement of the canopy backwards is corrected by
loosening the brakes in good time.
In a calm air the Pasha 4 can reach its minimum speed (depending on the wing loading)
by application of 70cm up to 75cm of the brake range.
Faster Flying:
The angle of attack is changed by the trimmers. The speed difference between "closed"
and "open" position of the trimmers is up to 4-5 km/h. The glider is less stable at higher
speed and collapses easily. Never let go of the brake handles during fast-flying!
Steering - turns:
The Pasha 4 is a very responsive paraglider and reacts very directly and instantly to any
steering input. Weight shift input quickens turns and ensures minimal height loss. Any
weight shift has a greater effect the more loosely the chest-strap is fastened. A
combined technique of weight shift and pulling on the inside brake line is the most
efficient turning method, whereby the radius of the turn is determined by the amount of
inside brake pulled and weight shift. A stalling wing tip announces itself by a gentle
surge backwards of the wingtip. If this occurs you will need to release the brakes
immediately.

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In case it is impossible to control the Pasha 4 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.
Active Flying (Thermaling and Soaring):
In turbulent conditions the glider should be flown actively with brakes lightly applied to
avoid canopy collapse. This improves stability by increasing the angle of attack of the
canopy. The canopy should not rock back or surge forward much but should remain
above the pilot. In turbulent flight, if the canopy pendulums forward, this should be
corrected by prompt braking. A pendulum movement of the canopy backwards is
corrected by releasing the brakes in good time. This is part of basic active flying.
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 Pasha 4 is easy to land. The final leg of the landing approach must be into the
wind. During this final glide the paraglider should be decelerated slowly and at
approximately one meter above the ground, according to conditions, the pilot should
flare the canopy. The glider may climb again, gaining height, if too much brake is used
too early. Strong wind landings require correspondingly less brake. Do not apply full
brake before the pilot is safely on the ground. The final glide during the landing
approach should be straight and not marked by steep or alternating turns as these can
result in a dangerous pendulum effect near the ground.
Attention! Do not allow the canopy to fall onto the leading edge with energy. This can
destroy the material and affects the life of the ribs at the leading edge!
TOWING
The Pasha 4 is certified for towing. The Pasha 4 has no out of the ordinary towing
characteristics, although a relatively low angle of attack and thus low tow tension should
be maintained during launch and the initial part of the tow. The Pasha 4 has no
tendencies towards deep stall/parachuting. Therefore we allow tow- launched flights
with a similar technique to that described above. There is sufficient margin to counter-
steer the glider in a normal towing situation. Make sure you use proper equipment,
experienced personnel and all relevant safety precautions for towing. We
recommending the use of a winching adapter: this should be mounted on the upper end
of the main karabiner.
WARNING!! Please always ensure that the brake lines are adjusted to the lengths
recommended here. Setting them shorter could lead to a tendency to stall during towed
flight. Apart from this, there are no special procedures.

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MOTORISED FLIGHT
Note!! Although, motorized flight can be a great success due to the gliders very easy
take-off characteristics, stability and good handling, always use a certified combination
of engine - harness and glider. If in doubt check with your federation. Contact the
manufacturer or importer for the current legality of motorized flight.
WARNING!! The Pasha 4 is not suitable for jumps from aircraft.
WARNING!! The Pasha 4 is not designed to be used for aerobatics.
EXTREME FLYING MANOEUVRES
This section describes flying conditions which can be deliberately induced, or which can
develop unintentionally due to turbulence or pilot error. Any pilot who flies through
turbulence is sure to be faced with these special flight conditions at some point. So take
a good look at these flight manoeuvres or prepare for them by SIV (safety training over
water). Mastering these flying conditions significantly improves your active flight safety.
Sufficient height, as well as carrying a reserve parachute, is imperative.
WARNING!! All the critical flight conditions described here require a thorough
knowledge; otherwise carrying them out may be very dangerous. Sufficient height above
the ground is imperative. Bear in mind that all deformations of the canopy can increase
the sink rate by 2 - 10 m/sec, depending on the degree of deformation. Carrying out
these manoeuvres wrongly may lead to a crash.
Remember this is a glider with unspectacular reactions to disturbances in the air.
Whenever in doubt, raise the brakes and let the glider fly. The glider has a high internal
pressure, resistance to tucking and very high degree of passive safety. It is
recommended that at this stage you already practise an active flying style. The key to
active piloting is keeping the glider above your head at all times. We recommend in
principle that you hold the brake handle in your hand whenever possible, or fly with your
hands through the brake handles, to allow you to react immediately to any possible
disturbances.
WARNING!! If you fly with your hands through the brake handles, you may lose valuable
time in activating the rescue system.
Asymmetric collapse:
A negative angle of attack can cause all or part of the leading-edge of the Pasha 4 to
collapse (e.g. in turbulent air). Basically the Pasha 4 will re-open spontaneously from
closures of up to 70% with a change of direction of up to 180°. The time this takes, and
the associated height loss, can however be noticeably reduced by appropriate action by
the pilot. Apply opposite brake on the inflated side, the outside of the curve, to stop the
turning movement of the canopy. This should be accompanied by appropriate weight-
shift. If you react immediately, 30% brake on the open side should suffice to hold the
canopy on a straight course. In the event of a big collapse, this braking should be
applied very carefully to avoid stalling the remaining inflated wing. The pilot's correction
for direction can be aided by a pumping out the deflation; a slow, long pumping action of
the brake of the deflated side of the wing helps the

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canopy to re-inflate. If the pilot does not correct, the Pasha 4 usually self-recovers.
However, if it does not self recover and the pilot does not correct the canopy can enter a
stable spiral dive.
“Cravat” / Line-over:
In the event of some lines becoming tangled during flight (whatever the cause), the
following action is recommended:
The pilot stabilizes the glider by gently applying the brakes. Please be aware that in this
condition the brake pressure can be higher and the brake travel shorter.
Without pilot input a line-over will result in a stable spiral dive.
Here are the various options to untangle a line-over:
- pumping the collapsed side.
- pulling the stabilizer line or lines causing the problem.
- should both measures fail, it may be possible to untangle the line-over by inducing a
full stall. This manoeuvre, however, should only be carried out by advanced pilots with
experience in extreme flight situations and with sufficient altitude available.
Attention! If these manoeuvres fail or if in any doubt, the pilot should instantly use their
emergency parachute system!
Front Tuck:
A front tuck can be induced by strongly pulling the A-risers or by sudden, heavy
turbulence. The entire leading edge spontaneously collapses. Gentle braking on both
sides will reduce the lateral pendulum motions and simultaneously accelerate re-
inflation. The Pasha 4 generally self recovers from an initiated front tuck.
When having a very large front tuck, a frontal rosette can happen (the wingtips move
forwards: shaping a horseshoe). Gentle braking can avoid this deformation.
A quick recognition of the situation and a quick reaction by braking on both sides as
long as the collapsed wing is behind the pilot helps the recovery and limits the altitude
loss.

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Parachutal stall (deep stall):
In a parachutal stall the paraglider has no forward momentum combined with a high
descent rate. A parachutal stall can be caused by, among other reasons, a too slow exit
from a B-line stall or severe turbulence. Porous canopies (UV influence) or canopies out
of trim (stretched or shrunken lines) are much more susceptible to a parachutal stall and
therefore should not be flown. These are some of the reasons regular checks should be
carried out on your glider.
A wet canopy or temperatures below zero centigrade (0°C) may also cause a stable
parachutal stall. The Pasha 4 will usually spontaneously recover from a parachutal stall
within 2-3 seconds. If the canopy remains in a parachutal stall, it is sufficient to gently
push both A risers forward or to push the accelerator.
Attention! If brakes are applied while in a parachutal stall, the glider may suddenly enter
a full stall!
If a parachutal stall occurs on landing approach, the pilot should prepare for a hard
landing and make a parachute roll landing. In close proximity to the ground, due to the
forward surging pendulum effect, a recovery may be more dangerous than a hard
landing in parachutal stall.
Full-stall:
To induce a full stall, apply full brake on both sides. The glider slows down steadily until
it stalls completely. The canopy suddenly surges backwards a long way. In spite of this
uncomfortable reaction of the canopy, both brake lines must be consequently held down
with all your strength until the canopy is stabilized (directly overhead). This usually takes
3-6 seconds. The Pasha 4 generally flies backwards during a full stall but doesn't
always form a front rosette. A frontal rosette can be formed by entering the full stall
slowly. When entering (braking) fast, the canopy will not always form the desired front
rosette. Attention! Always apply both brakes evenly!
To recover from a full stall, Smoothly release both brakes simultaneously until 90% of
leading edge reopens, then release brakes rapidly. The glider ends the full stall on its
own without surging forward.
WARNING!! If the brakes are released rapidly and asymmetrically, the glider may surge
almost 90° and suffer an extensive asymmetric collapse.
The danger of overcorrecting and overreacting exists during all extreme flight
manoeuvres. Thus, any corrective action must be gentle and steady and done with feel!

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Spin (or negative spin):
Pulling brake on one side too fast or too hard can result in a negative spin. During a spin
the canopy turns relatively fast around the centre section of the canopy while the inner
wing flies backwards (hence the term negative).
There are two usual reasons for an unintentional spin:
•One brake line is being pulled down too far and too fast (e.g. when inducing a spiral
dive)
•When flying at low speed one side is being braked too hard (e.g. when thermaling).
To recover from an unintentional spin, the pulled down brake line should be immediately
released as soon as a spin is suspected. The canopy will accelerate and return to its
normal straight and stable flying position, without losing too much height. If the spin is
allowed to develop for some time, the glider surges a long way forward on one side and
a dynamic asymmetric collapse or a line-over can occur. Gently apply the brakes to
avoid side or central collapse of the canopy and the possibility of a cravat (one of the
tips becoming entangled in the lines).
WARNING!! If you are LOW and are in an unintentional spin, or if the canopy is caught
in a cravat USE YOUR RESERVE.
Wingover:
To induce a wingover the pilot flies consecutive alternating turns to gradually steepen
the angle of bank. During wingovers with a high bank angle, the outside wing begins to
unload. Further increase of the angle of bank must be avoided, because any possible
resulting collapse may be quite dynamic!
WARNING! Full-stall, spin and wingover (over 90 degree angle of bank) are
prohibited aerobatic manoeuvres and may not be performed during normal flying.
Incorrect recovery procedures or overreacting of the pilot may have dangerous
consequences! Attention! The Pasha 4 is not designed to be used for aerobatics.
Alternative (emergency) steering:
If for some reason it becomes impossible to control the Pasha 4 with the brake lines the
D-risers may be used to steer and land the canopy. Attention! Of course the range is
much shorter (10-15 cm) then with the brakes. It is also possible to control the direction
of the flight by pulling on a stabilizer line or by weight-shifting.

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RAPID DESCENTS
Spiral dive:
A spiral dive is the fastest way to lose altitude, however, the very high G-forces make it
difficult to sustain a spiral dive for long and it can place high loads on the pilot and
glider. By tensing ones abdominal muscles and a higher body tension you can to some
extent resist the high G-forces. Don't forget proper breathing! As soon as any, even
slight, light dizziness or impaired vision is noticed the spiral should be exited
immediately.
The Pasha 4 has a very effective spiral dive. This allows rapid descent without stalling.
To enter a spiral dive the pilot should weight-shift on one side while slowly pulling the
brake gradually on the same side as weight-shifting. During a spiral dive the angle of
bank can be controlled by increasing or reducing the amount of inside brake. When
spiral diving the Pasha 4 it is recommended that the outside brake is lightly applied. This
helps stabilize the wing and enables an easier and safer exit from the spiral. To exit,
release the inside brake slowly. The Pasha 4 did not show a tendency to remain in a
stable spiral during testing. At high sink speeds or if the pilot keeps his weight on the
inside, the wing can stay in a continued deep spiral and has to be actively exited. This is
done by weight shifting to the outside and gentler braking of the outside wing.
WARNING!! Nearly all gliders will have a tendency to stay in the spiral if the sink-rate
exceeds around 15-m/s, depending on weight-shifting, wing loading and G-force. In fact
most gliders need a counter-input to end a turn.
Attention! Due to energy retention, the glider will climb a lot after a deep spiral-dive
release. If you apply inner brake and decelerate the glider for two or three turns, big
pendulum effects can be avoided.
WARNING!! Practise spiralling with caution and lower sink-rates to get a feel for the
gliders behaviour. A pilot who is dehydrated or not accustomed to spiralling can lose
consciousness in a steep spiral dive!
Big ears:
When in big-ears, the horizontal speed is higher than the sink rate, unlike a spiral dive
or a B-line stall. This rapid descent technique is used to quickly and horizontally exit a
dangerous area in the desired direction. In order to collapse the outside wing, pull the
outside A-lines.
When the pilot holds the outside A1-risers on both sides and pulls them down, the
Pasha 4 easily tucks the outside wings and enters a stable descent mode. The pilot
keeps hold of the brake handles along with the outside A1-risers in his hands. By
braking on one side and weight-shifting, the canopy remains steerable.
Big-ears substantially reduces the risk of canopy stability problems in turbulent air. To
exit Big-ears release the A1-risers. The canopy does slowly self-recover. If not, or to
quicken the recovery, the pilot can gently apply brakes to the glider.
WARNING! Never do big-ears in spirals, as this may drastically reduce the number of
lines taking the already high loads, causing structural failure.