MAC PARA PASHA II User manual

PASHA IIPASHA II
USER MANUAL
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USER MANUAL
PASHA II
Contents
A. General
Introduction ...................................................................................... 2
Warnings and precautions .................................................... 3
Operating limits ...................................................................................... 3
Construction ...................................................................................... 3
Trim ...................................................................................... 3
Tandem spreader bar ...................................................................................... 4
Safety equipment ...................................................................................... 4
B. Flying operations
Checklist ...................................................................................... 5
Take-off ...................................................................................... 6
Flight ...................................................................................... 7
Steering ...................................................................................... 7
Approach and landing ............................................................................ 7
Towed flight ............................................................................ 8
C. Extreme and critical manoeuvres
1. Collapse of the canopy ............................................................ 8
- Asymmetric collapse ............................................................ 9
- Symmetric collapse – “Big-Ears” ............................................................ 10
- Frontal deflation ............................................................ 10
2. Stalls ....................................................................... 10
- Parachutal stall with steering lines ....................................................................... 11
- B-line stall ....................................................................... 11
- Spin (negative spiral) ....................................................................... 12
- Full Stall ....................................................................... 12
3. Spiral dive ....................................................................... 13
D. Descent rates ....................................................................... 13
E. Maintenance and repairs ....................................................................... 14
F. Material list ....................................................................... 15
G. Line lengths ....................................................................... 16
H. Line plan ....................................................................... 17
Test flight certificate / Technical data ....................................................................... 18
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A. General
Introduction
We congratulate you on your purchase of a MAC Pasha II.
Please read this manual carefully before you start, this way you will get the most out of your
glider.
Extensive development work and numerous tests make the Pasha II a tandem paraglider with
maximum possible safety, excellent achiev ement and a lot of fun-potential.
The Pasha II is constructed for tandem pilots ex pecting an easy take-off and landing,
light and precise handling in thermals, stability and good performance from the
paraglider.
A greater responsibility is put on the pilot by tandem flying, because another person is
participating on the flight. Therefore, please, attend to following:
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 or death. Avoid flying in strong turbulence, strong winds and
especially in thunderstorms and Foehn conditions. These could lead to uncontrollable flight
conditions and result in a crash. If you have the slightest doubt about weather, wind or terrain,
don’t take off.
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.
If, after carefully reading through this handbook, you still have questions, telephone your
dealer; or us, and we will be glad to help.
MAC Para Technology
wish you many pleasant flights with your
PASHA II

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WARNINGS AND PRECAUTIONS
The purchaser of this product takes responsibility for all risks, associated with the paraglider,
including injury and death. Wrong usage will considerably increase these risks. The purchaser
is aware that a completed course and a pilot licence for the relevant country is required for
paragliding.
Every arbitrary change to the paraglider´s construction will evoke termination of the
airworthiness.
The Pasha II must not be flown:
If it is out of the weight range
In rain, snow-fall and in turbulent weather conditions
In strong wind
In cloud and fog
By pilots with insufficient experience
The Pasha II is a tandem paraglider.
Solo flight or flight with more than two persons are forbidden.
Operating limits
The Pasha II has been developed for foot-launch, and for tandem flights.
The Pasha II has been tested by DHV test pilots to DHV 1-2 GH category.
Flight 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. It also
has been load and shock-tested and passed with a load corresponding to 8G of the maximum
weight in flight (1040 kg).
Construction
The PASHA II construction uses a system where every second cell is attached to t he lines and
V-Tapes. These V-Tapes doesn’t lead to the upper surface, but they are stitched in ca 80% of
the airfoil height.
The line construction is clear from the line plan.
Trim
The glider is delivered with five risers system and tandem spreader bars. Its speed can reach
38 - 41 km/h depending on the weight of the pilots. 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 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.
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.
4
Tandem spreader bar
The PASHA II 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, the middle position (4) if their weights are the same and the back
position (5) for lighter passengers. The passenger weight is always compared to the weight of
the pilot!
Adjustment of the passenger’s karabiner hang point can allow for height differences. The
pilot’s attachment is on hanging point (6) (see the picture below).
The rescue system bridle must be connected to main suspension point on the spreader-bar (3,
4 or 5). 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, 4 or 5 must be karabiners designed for tandem
flight, which means the minimum strength must be 24 kN. (Recommendation Austrialpin
Powerfly, Austrialpin Delta). This holds also for the karabiner used for the attachment of the
rescue system in Position 3, 4 or 5. (Recommendation: Maillon Rapide 6/7 mm)

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B. Flying operations
New glider check and before every flight checks.
A tandem glider is often used by more than one pilot, ensure that all of them know the
operating limits well and will observe these rules.
In addition to all the usual pre-flight checks, please pay particular attention to the items in the
following checklist:
Checklist
1. Inspection of canopy for tears or damage, especially the seams which join the ribs to the
upper and lower surfaces, also the area of the attachm ent tapes and brake-line connections.
2. Inspection of the lines for damage, including to the stitches on the connecting loops. It is
also important to check the suspension lines and brake-lines for tangles. The line lengths must
be checked after 50 hours flying time and whenever the flight behaviour of the glider changes.
3. Inspection of the risers and maillons for faultless condition. Pay special attention to maillons
for traces of corrosion under the lines.
4. Inspection of the knotting of the steering handle to the brake-lines. The brake-lines must run
freely.
5. Inspection of the tandem spreader bar for damage.
6. Inspection of both harnesses. The harness must show no signs of wear or other damage. You
must also check the harness after a hard landing.
7. Check that the rescue-system is correctly installed and secured.
8. Inspection of the main karabiners. Inspection of attachment and security of the karabiners.
WARNING! Remember; don’t take off with a wet glider. In such conditions it will be more
difficult to launch and the glider’s behaviour in extreme situations can be different from
that of a dry glider.
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Pre launch check
1. Are openings open and the leading edge in form of a horseshoe?
2. Are lines and brake lines free?
3. Are the pilot’s and passenger’s karabiners correct ly fastened?
4. Is the rescue system correctly fastened?
5. Is your helmet on and fastened?
6. Is the start direction set?
7. Are the start commands concerted?
8. Are the weather conditions, the wind strength and direction, safe for take off?
9. Is the air space in all directions clear?
Finally will be the start check done to the hanged passenger once more.
Take-off
Find a suitable take-off spot, from which you can abort the take-off at any point. After
checking the glider, following the checklist, lay it out with the cell-openings upwards so that
the canopy forms the shape of a horseshoe. In a strong wind don’t spread the canopy too far,
so that there is less resistance when pulling up.
Forward launch
This is possible in almost all wind conditions except strong headwinds. It is essential to stand
in line with the canopy, especially when the glider has longer lines. 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 pull the canopy dynamically up by the A-risers. The stronger the headwind the less run-up
you need to pull the canopy up. As soon as the glider is above you, stop pulling on the A-
risers. Now do a visual check upwards, to see if the canopy is completely open. Otherwise,
abort the take-off. Now accelerate continuously until you lift off. In a weak headwind it is
easier to take-off if after reaching minimum flying speed you pull the brakes slightly. After the
take-off, gently release the brakes again.
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.
Rear launch
To be used in moderate to strong headwinds. Please note that in a strong headwind you may
need a helper, as you could easily lose control of the canopy. If the headwind is too strong,
take some of the pressure out of the canopy by taking in one or both of the brake-lines (or the
D-risers).

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Flight
Always fly with sufficient clearance from the terrain. The PASHA II glides best with open
brakes, descends best with lightly applied brakes. In turbulence fly with brakes lightly applied
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.
Steering
Turns can be initiated using the brakes in two different ways.
Turns with brakes
The pilot applies the brake on the side to which he wishes to turn. To minimise height loss, the
brake on the outside of the turn is lightly applied.
Turns with brakes and weight shifting
The pilot applies the brake on the side to which he wishes to turn and shifts his weight to the
same side. Turns can also be made with the harness alone, by shifting the weight to the inside
of the turn. This weight shift has a greater effect, the more loosely the chest-strap is fastened.
An optimal steering technique is achieved by a combination of braking and weight shift. The
combination of brakes and weight shift is the best technique to turn PASHA II.
A further possibility for steering is best limited to emergencies (if the brake-lines break, for
example). This entails either gently pulling the front riser (watch out for collapse of the
canopy) or rear riser (beware asymmetrical stall). We recommend that you do not use this
form of steering in normal flight.
Warning! We do not recommend this method of turning while in standard flight, because the
danger of a stall is high.
Approach and landing
To avoid stressful situations in 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 final approach should generally be made into the wind and with fully released brakes, in
order to maintain maximum energy in the glider. If the air is turbulent, it is better to land
lightly braked to minimise the possibility of the canopy collapsing. In order to land on your
feet, rather than lying on your back, you will need to lean forward in the harness not lower
than 5 m above the ground. At an adequate height (about 1 m above the ground), pull both
brakes fully down until the glider is sufficiently slowed.
In a light headwind pulling the brakes only lightly is enough to give a soft landing. In calm
conditions, or even tailwind, you must pull the brakes as abruptly as possible. This
dynamically increases the angle of attack and gives you the maximum braking effect.
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Towed flight
The PASHA II is suitable for towed flight.
Make sure you use proper equipment, experienced personnel and all relevant safety
precautions for towing.
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.
WARNING!! The PASHA II is not suitable for jumps from aircraft.
C. Extreme and critical flight 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 the carrying of a reserve parachute, is imperativ e.
WARNING!! All the critical flight conditions described here require thorough knowledge;
otherwise carrying them out may be very dangerous. Sufficient height above the ground is
imperative. Bear in mind that all disturbances of the canopy can increase the sink rate by 2 -
10 m/sec, depending on the degree of disturbance. Carrying out these manoeuvres wrongly
may lead to a crash.
Collapse of the canopy
Remember this is a glider with unspectacular reactions to disturbances in the air. Whenever in
doubt, let up 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 start to practising 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
for activating the rescue system.

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Asymmetric collapse
This form of collapse is usually caused by turbulence.
Initiation
On one side of the glider, pull the outermost A-riser slowly down, until the edge of the canopy
folds in. The canopy collapses furthest if you pull both A-risers violently down. This causes
up to 50 % of the leading edge to close up, and results in the canopy going into a spiral
towards the collapsed side. If the harness is too loosely adjusted, in a more extreme collapse
you will fall in the direction of the folded-in side, thus unintentionally magnifying the
canopy's tendency to turn.
Recovery
The PASHA II will re-open by itself after a turn of about 40° (depending on the weight in
flight) with a loss of height of about 5-7 m. This depends on the adjustment of your harness.
The time this takes, and the associated loss of height, can however be noticeably reduced by
appropriate action by the pilot (especially in turbulence). By applying opposite brakes on the
still inflated side, the outside of the turn, it is possible to stop any turning movement of the
canopy. If you react immediately, 30% brake on the open side should suffice to hold the
canopy on a straight course.
If the canopy remains in a turn after a collapse it can begin to stabilize in a spiral dive. It is
necessary to react to prevent this. Try to stop the spiral dive by using prompt opposite braking
and weight shifting to the outside of the turn.
WARNING!! Especially in turbulence, you must first stop the canopy from turning, before you
pump out the collapsed side. When the canopy is stable again, open it by pulling the brake
lines on the closed side. If it is tangled, pumping the brake line should help.
WARNING!! Take care to avoid applying too much brake when pumping out the deflation, as
this may disrupt the airflow over the canopy and lead to a stall.
WARNING!! In the case of a cravat which pumping of the brakes fails to release - apply 50%
-70% brake on the open side of the canopy to stop rotation. Then pull the caught line
carefully to release it then pump out the affected side. Take care to avoid applying too much
brake when pumping out the deflation, as this may disrupt the airflow over the canopy and
lead to a stall.
10
Symmetric collapse –“Big-Ears”
Initiation
Whilst maintaining contact with the brakes, grip the outermost A-risers. Pull both A-risers
down simultaneously. The further you pull the A-risers, the greater the area of canopy that
will collapse (and the greater will be the sink rate).
Recovery
As soon as you release the outer A-risers, the PASHA II opens independently. You can speed
up its opening by light braking. If in extreme cases the lines get tangled, pumping (pulling
repeatedly) the brake lines should help.
Frontal deflation
If you anticipate strong turbulence, sometimes you may have to apply both brakes to avoid a
deflation.
Initiation
Hold the brake handles in your hands and grip all A-risers at the level of the maillons. Now
pull down far enough to make the whole leading edge roll in (the further you pull the more
area folds in).
Recovery
As soon as you release the A-risers, the PASHA II opens by itself and the glider will recover
with a small surge. You can speed up this process by light braking.
Stalls
Turbulence or rapid braking can lead to a pendulum effect, and thus to changes in the angle of
attack. In extreme cases this can make the airflow break away from the upper surface of the
canopy even without the brakes being activated.
WARNING!! All canopies need some time after a stall (in extreme cases a couple of seconds)
before the airflow builds up again. You should therefore carry out all manoeuvres involving
stalls at an adequate height, as it will take a certain amount of time before the glider flies
with its normal sink rate.
Parachutal stall with steering lines
Initiation
Pull the brakes slowly down until you have no more forward speed. The canopy now loses
internal pressure and the lower surface pushes further and further up between the suspension
points. The loss of internal pressure is greater the longer the glider is held in this situation.
During the parachutal stall the canopy always remains open.
You will probably have to feel for the right brake position at first. If you apply too much
brake, the canopy falls away backwards and the glider finds itself on the brink of a full stall.
To solve such a situation, please look at “Full Stall.”

11
Recovery
As soon as you release both brakes symmetrically, the glider will independently recover from
the parachutal stall. If it will not, you can help; pull the A-risers until the canopy goes forward
again. Another possibility is to pull the brake lines until the canopy falls backwards and then
immediately release them. Consequently the canopy will move forward and recover.
WARNING!! In a parachutal stall, asymmetrical application of the brakes can lead to a spin.
If you must land from a parachutal stall, on no account apply the brakes very close to the
ground, as a reduction in area increases the descent rate.
B-line stall
WARNING! We do not recommend the use of B-line stalls to increase sink rate. They can
apply heavy loads to the canopy and too quick an initiation or recovery, with a maximum
suspended weight, can lead to damage.
Initiation
Put your hands through the brake handles and grip the B-risers at the height of the maillons.
Now pull the B-risers slowly down, until the canopy folds (parallel to its long axis). The
glider will now stabilise itself and sink rapidly, with virtually no forward speed. Keep hold of
the B-risers throughout the manoeuvre.
Recovery
Release the risers at first rapidly but then gently. After the B-line stall on no account just let
go of the B-risers, as this can cause overloading. As soon as the risers have been released, the
PASHA II will usually fly normally of its own accord. Otherwise you have two possibilities:
1. Pull the A-risers, until the canopy regains forward speed. WARNING! Don't pull too far, or
a frontal tuck will develop.
2. Pull the brake lines until the canopy starts to fall backwards, and then instantly open both
brakes symmetrically. As a result the canopy will shoot forwards, thus regaining forward
speed.
So begin with option 1, and only rely on option 2 when you have enough experience with the
manoeuvre.
WARNING! In parachutal stalls asymmetric use of the brakes can cause a spin! If you have to
land during a parachutal stall, when near the ground do not use the brakes, because reducing
the surface area increases the sink rate. If the glider shows a propensity for deep stalls it is
necessary to send it for a check.
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Spin (negative spirals)
If you find yourself in an unintentional spin and you are high enough, you should:
1) Release the brakes immediately. The glider will stop rotating, if it does not apply
sufficient outside brake to stop rotation.
2) Gently apply the brakes to avoid a collapse of the canopy and the possibility of
a cravat (one of the tips becoming entangled in the lines)
NOTE!! In the case of a cravat which pumping of the brakes fails to release - apply 50% -
70% brake on the open side of the canopy to stop rotation. Then pull the caught line carefully
to release it then pump out the affected side.
WARNING! If the brakes on the un-collapsed side, the outside of any turn, are too much
pulled, it can lead to a stall and then on to a new spin.
WARNING!! If you are LOW and are in an unintentional spin, or if the canopy is caught in
a cravat USE YOUR RESERVE.
Full stall
This is included only to expand your knowledge of how the canopies performance. Not
recommended as a descent technique.
The Full Stall can happen:
1) When flying directly into a thermal whilst already flying with deep brake
2) When flying with deep brake, (more then 100%)
Initiation
Take wraps until the glider is lightly braked (when the hands are right up). Now gently pull
both brake lines, until the canopy falls away behind - at this point, dynamically pull the brakes
fully down. Press your hands against your body. The glider is now over you, with the wing
tips flapping. If you release brakes too soon, the glider can jump extremely forward, while you
stay still back. As a result you sink rapidly with no forward movement.
Recovery
Progressively ease off on both brakes. Once 90% of the leading edge has reopened the brakes
can be fully released. Ensure that the release is even on both sides. The glider exits the full
stall on its own with no tendency to surge forward.
WARNING!! If the brakes are released rapidly and asymmetrically, the glider may turn
through almost 90 degrees and suffer an extensive asymmetric collapse.

13
Spiral dive
The PASHA II has very effective spiral dive. This allows rapid descent without stalling.
The PASHA II has no tendency to stabilise in a spiral dive.
Initiation
Weight-shift and pull the brake on one side gradually. Let the glider accelerate for two turns
and enjoy the growing speed and high G-force. You can achieve sink rates up to 17m/s.
Once you have entered the spiral you can control your descent rate and bank angle with weight
shift and brakes. We recommend lightly applying the outer brake to avoid asymmetrical
collapse on outer side of canopy.
Recovery
Weight-shift to a normal flying position and release both brakes. The glider stops spiral diving
by itself in 360 degrees.
If you apply inner brake and decelerate the glider for two or three turns, big pendulum effects
can be avoided.
WARNING! If you stay on the curve side while recovering, it can be prolonged more to one
turn. Therefore you must pay attention to your seat position. Practise spiralling with caution
and lesser sink rates to get a feel for the gliders behaviour.
Remember: The steeper the turn, the greater the G-force. By tandem flight is the G-force
greater than by solo flight.
D. Descent rates
First fly as far as possible from any areas of lift, to give yourself space to lose height.
Symmetrical collapse -"big ears"
Sink rate approximately 3-5 m/sec
Spiral dive
This allows rapid descent without stalling. Sink rate, depending on pilot, 5 - 17 m/sec
B-line stall
Sink rate approximately 5 -8 m/sec
Important! - End the stall with sufficient time for the airflow to re-establish itself.
In principle, always fly in such a way that you do not need to lose height in a hurry.
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E. Maintenance and repair
The PASHA II is produced from the best materials (see Material Description ). The glider
must be checked as a minimum, every second year or after 100 flying hours. Do not step on
the lines. Although the lines were tested with the “DHV-bend test” they can be damaged if
stepped on whilst on a hard surface, or if they come into contact with sharp objects.
If this happens contact your dealer for replacement lines. The lin es must be checked after
every 50 hours flying time and whenever the flight behaviour changes. Consult your dealer or
MAC ltd. Tears in the canopy must be professionally sewn. Adhesive patches are only
adequate for very minor damage. The glider must always be kept cool and dry. If possible it
should be stored lightly folded in a well-ventilated place. Protect the glider from dampness
and sunlight. Exposure to UV degrades the fabric. A damp or wet canopy must be air-dried in
a shady place. Do not expose the glider to temperatures of greater than 50 degrees C, as this
can cause softening and shrinking of the lines. Clean the canopy only with warm water or a
dilute soap solution. Do not use solvents. Never put your glider into the washing machine.
Only with correct care can the lifetime of the glider be exten ded.
Only MAC Para or SKYLINE Flight Gear can make big repairs. Tears have to be
professionally sewn. Only minor damage can be repaired with adhesive patches.
If you follow all the steps described in this manual, we are sure that you will enjoy your MAC
Paraglider.
Happy landings
Peter Recek -Constructor
MAC PARA TECHNOLOGY

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F.FABRIC OF CANOPY
NCV -PORCHER MARINE, France
Extrados -SKY TEX S 09017/E38A -100% nylon 6.6 ,33 Dtex, 40 g/m2
Intrad os -SKY TEX S 09017/E38A -100% nylon 6.6 , 33 Dtex, 40 g/m2
M ain rib s, d iag on al rib s -SKY TEX S 09017/E29A -100% nylon 6.6 , 33 Dtex, 40
g/m2
Reinforcement mean ribs –W 0420 Grille Polyester 200 g/m2
Reinforcement ribs –W 0382 Polyester 180 g/m2
LINES
EDELMAN+RIDDER+CO., Germany
Upper lines -A ram id/P oly este r A -6843-080, A-6843-120
M idd le lin es -A ram id/P oly este r A -6843-120
Brake lines -Dynem a/Polyester A-7850-100
M ain lines C1, D1,D2,D3 -A ram id/P oly este r A -6843-160
M ain line s C 2, C 3 -A ram id/P oly este r A -6843-200
M ain lines A1, A2, A3, B1, B2, B3, B4 -A ram id/P oly este r A -6843-240
Sta bilo line -Aram id/P oly este r A -6843-120
M ain brake line -Dynem a/Polyester A-7850-240
BRIDLE (ATTACHM ENT LINES)
ST A P a.s., Czech R epublic
STAP -POLYESTER 13 mm
RISER
MOUKA TISNOV ltd., Czech Republic
Polyester 367 040 025 912 25 x 1,5 mm
THREAD
AMANN SPONIT ltd., Czech Republic
Thread lines -SYNTON 60,Thread -mean lines -SERABOND 60
Thread glider -SYNTON 40,Thread -riser -SYNTON 30
M AILLONS
ELAIR SERVIS, Czech Republic
NIRO TRIANGLE 4/200
16
G. LINE LENGHTS
Edelrid Edelrid Edelrid Edelrid Edelrid Edelrid
A-6843-080 A-6843-080 A-6843-080 A-6843-080 A-7850-100
Edelrid Edelrid Edelrid Edelrid
A-6843-160 A-6843-160 A-6843-120 A-6843-120 A-7850-120
ABCDBR BR BR
stab. 134 132,5 133 136 115
134
138
4122,6 120,6 123,6 126,6 136
6116,3 114,3 117,8 121,3 144 140
8119 180 116,5 180 119,5 180 124 180 146 140 285
10 124 180 120,5 180 124,5 180 132 180 146
12 134 129,5 133,5 144 151,5
A-6843-120 A-6843-120 160,5
14 313 306,5 138,5 149+ 159
16 312 304,3 131,8 180 144,5+ 154,5 180 231
18 320,2 312 136,5 180 149,2+ 159,5 180 232
146,6 160,5+ 170,8 246 360
20 321,5 312,5 271
22 324,8 315,1 319,8 155,3+ 167 180
322,8 157,1+ 171 180 282
24 329,6 319,2 332,1 163,8+ 177,5 180 296 360
26 332,1 321,3 318
347
Mean Lines 5,30 m A1,A2,A3,A4,B1,B2,B3,B4 Edelrid A-6843-240
C1,C2,C3,D3 Edelrid A-6843-240
D2 Edelrid A-6843-200
D1 Edelrid A-6843-160
Stabilo 6,20 m comes to "B" Riser Edelrid A-6843-120
Brakeline 2,90 m + 30 cm Edelrid A-7850-240

17
PASHA II
25
25
27 26
27 26
20
19 18
17
19
21
20 18
24 23 22
22
24 23
21
9
12 11
10
121110
15
16 13
14
1716 15 1413
2
1
1
2
7
3
6
5
4
8
8
6
7
54
9
3
A4 A3 A2
A1
B4 B3
B2
B1
C1
C2
C3
D1
D2
D3
Stab B0
H. LINE PLAN
TECHNICAL DATA
PASHA II
Area (flat) [m2] 42,28
Area (projected) [m2] 36,09
Span (flat) [m] 15,08
Aspect ratio 5,38
Root chord [m] 3,49
Cells 54
Weight [kg] 8,9
Pilot weight [kg] 145 - 225
Min. speed [km/h] 22 - 24
Max. speed [km/h] 37 - 40
Glide ratio 8,3
Min. sink rate [m/s] 1,15
Certification DHV 1 - 2
PASHA II
Paraglider type:
Serial number:
Test flown on:
Confirmation by dealer:
producent by
MAC PARA TECHNOLOGY
Test Flight Certificate