MAC PARA SPICE User manual

MAC PARA TECHNOLOGY LTD.
1. máje 823
756 61 Rožnov pod Radhoštěm
Czech Republic
Tel.: [phone]
Tel./fax: [phone]
e-mail: [email protected]
www.macpara.com
USER MANUAL
SPICESPICE

Contents
General ..................................................................................................................... 2
Introduction ............................................................................................................ 2
Operating limits ...................................................................................................... 3
Construction ........................................................................................................... 4
Trim ........................................................................................................................ 4
Safety equipment ................................................................................................... 4
Speed System ....................................................................................................... 5
Flying operations ................................................................................................... 6
Checklist ................................................................................................................ 6
Take-off .................................................................................................................. 6
Flight ...................................................................................................................... 7
Steering ................................................................................................................. 7
Approach and landing ............................................................................................ 7
Flight with speed system ....................................................................................... 8
Towed flight and motorized flight ........................................................................... 8
Extreme and critical flight manoeuvres ............................................................... 8
Collapse of the canopy .......................................................................................... 9
- Asymmetrical collapse ...................................................................................... 9
- Symmetrical collapse ........................................................................................ 10
- Frontal deflation ................................................................................................ 10
Stalls ...................................................................................................................... 11
- Parachutal stall steering lines ........................................................................... 11
- B-line stall ......................................................................................................... 11
- Spin (Negative spiral) ....................................................................................... 12
- Full stall ............................................................................................................. 12
Spiral drive ............................................................................................................. 13
Descent rates ......................................................................................................... 14
Maintenance and repairs ....................................................................................... 14
Material description ............................................................................................... 15
Ground plan ............................................................................................................. 16
Line plan AC ............................................................................................................. 17
Line plan BD ............................................................................................................. 18
Manual for Paraglider checks ............................................................................... 19
Components of the check ...................................................................................... 19
Checks ..................................................................................................................... 21
Test flight certificate / Technicla data .................................................................. 22
2
GENERAL
Introduction
MAC Para Technology ltd wish you many pleasant flights with your
SPICE
WecongratulateyouonyourpurchaseofaMAC-paraglider.
Extensive development work and numerous tests make the SPICE a high performance
paragliderwithmaximumpossiblesafety.
The SPICE is constructed for powered flight, and will enable pilots to get maximum
enjoyment.
Please read this manual carefully before you start, this way you will get the most out of
yourglider,andenjoymanyniceflights.
Paramotoring is a sport, which demands, besides the optimum equipment, a high
degreeofattentiveness,goodjudgement,andtheoreticalknowledge.Paramotoringcan
be a dangerous sport, which may lead to injury and 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
slightestdoubtaboutweather,windorterrain,don’ttakeoff.
Before delivery, as well as during production, each 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 paraglider has been test-
flownbeforeyourfirsttake-off.Ifithasnot,consultyourdealer.
If,after carefully reading this handbook, you still havequestions,telephone your dealer;
oruswewillbegladtohelp.

3
Warning and safety precautions
The buyer of this product accepts full responsibility for all risks associated with
paramotor inclusive of injury and death. Any inadequate use or misuse increases the
risksconsiderably. Thebuyershouldbeawareoftheneedtocompleteatrainingcourse
andshouldbeinpossessionofavalidflyinglicenceasrequiredbytherelevantcountry.
Anychangesmadetothispoweredgliderinvalidatethecertificateofairworthiness.
The must not be used:
- outside the certified weight range
- during rain or snow-fall
- in high or gusty winds
- in cloud and fog
- by pilots without sufficient knowledge or experience
The is certified for solo flight.
SPICE
SPICE
TheSPICEhasbeendevelopedforfoot-launch,andforsoloflights.
TheSPICE25hasbeentestedbySHVtestpilotstoAFNOR/Performance.
It also has been load and shock-tested and passed with a load corresponding to 8 G of
the maximum weight in flight 165 kg. Its flying test have shown that the glider remains
stable and controllable over a wide range of normal and abnormal flight conditions.
Nevertheless,turbulenceand gusting windscanleadto apartialorcompletecollapse of
thecanopy.Thereforeneverflyinsuchconditions.
Operating limits
4
Construction
Trim
Safetyequipment
The is a third fulldiagonal rib-construction paraglider. Every third main rib is
attached to the lines and other ribs are attached at A, B, C and D-points thanks to the
diagonalribs.Theseribsleadtotopsurfaceofcanopy.
The glider is delivered with a standard set-up and its speed can reach 41-44 km/h
depending on the weight of the pilot and equipment. The brake-lines should always be
adjusted so that the first brake-lines just come under tension when the brake handles
havebeenpulled 5-10cm.
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
bepossible toholdbothhandlesinonehand).Alterthelinelength tobringthehandlesto
asuitableheightwhenusingyourharness.
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.
SPICE
NOTE!! If in doubt about the brake-line adjustment, it is preferable to leave them too
long,asanynecessaryshorteningcaneasilybe achieved by wrapping them round your
hand.

5
Speed system
To fly faster than trim speed the is equipped with a foot operated original speed
system. When in use, it lowers the angle of attack. is designed with a 4-riser
systemtofurtherimprovesafety.
has a very wide speed range. The highly effective speed system of the
allowsa10-12km/hgaininspeed.
SPICE SPICE
SPICE SPICE
Riser A B C D
Trimmposition 45,0 cm 45,0 cm 45,0 cm 45,0 cm
Accelerated 29,0 cm 31,5 cm 38,0 cm 45,0 cm
A A1 B C D A A1 B C D
6
Newglidercheck andbeforeevery flightcheck
Forwardlaunch
Rearlaunch
Inadditionalto alltheusualpre-flight checks,pleasepayparticular attention totheitems
inthefollowingchecklist:
1. Inspection of canopy for tears or damage, especially the seams which join the ribs to
theupperandlowersurfaces,butalsotheareaof the attachment tapes and brake-line
connections.
2. Inspection of the attachment tapes for damage to the stitches. It is also important to
check the attachment tapes 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. Special inspection of the
maillonsfortracesofcorrosionunderthelines.
4. Inspection of the knotting of the steering handle to the brake-lines. The brake-lines
mustrunfreely.
5. Inspection of the harness. The harness must show no signs of wear or other damage.
Youmustalsochecktheharnessafterahardlanding.
6.Checkwhethertherescue-systemiscorrectlyinstalledandsecured.
7.Inspectionofthekarabiner.Inspectionoftheattachmentandsecuringofthekarabiner.
8.Inspectionoftheparamotor.
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
canopytoofar,sothatthereislessresistancewhenpullingup.
This is possible in almost all wind conditions except strong headwinds. It is essential to
standinlinewiththecanopy, 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 theA-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
pullingontheA-risers. Now doavisualcheck upwards, toseeifthecanopy 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
brakesslightly.Afterthetake-off,gentlyreleasethebrakesagain.
Tobe used in moderate to strong headwinds. 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 C-
risers).
Checklist
Take-off
WARNING!! Donotusetheforwardlaunchinverystrongwinds.Makesureyoudon'tpull
therisers toomuchtowards yourselfordownwards asthiscan resultinafrontalcollapse,
orinanasymmetrictake-off.
FLYING OPERATIONS

7
Flight
Steering
Approachandlanding
Always fly with sufficient clearance from the terrain. The 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
correctedbylooseningthebrakesingoodtime.
Turnscanbeinitiatedusingthebrakesintwodifferentways.
The pilot pulls the brake on the side to which he wishes to turn. To minimise sinking, the
brakeontheoutsideofthecurveislightlyapplied.
The pilot pulls the brake on the side to which he wishes to turn and shift his weight to the
same side. Turns can also be flown with the harness alone, by shifting the weight to the
insideof thecurve.This weightshifthas agreatereffect,themoreloosely thechest-strap
is fastened. An optimal steering technique is achieved by a combination of braking and
weightshifts.Itispilot'sskilltousebothofthesetechniquesspeciallyinthermals.
Afurtherpossibilityforsteeringisbestlimitedtoemergencies(ifthebrake-linesbreak,for
example).This entailsgentlypullingthefront(watchoutforcollapseofthecanopy)oron
D-riser (beware asymmetrical stall). We recommend that you do not use this form of
steeringinnormalflight.
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
appropriatelydealwithwinddirectionandanyotheraircraftinyourvicinity.
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
harnessnotlowerthan5mabovetheground.Atanadequateheight(about1-2mabove
theground),pullbothbrakesfullydownuntilthegliderissufficientlyslowed.
In a light headwind pulling the brakes only lightly is enough to give a soft landing. In a
calm, or even tailwind, you must pull the brakes as abruptly as possible. This
dynamicallyincreasestheangleofattackandgivesyouthemaximumbrakingeffect.
SPICE
Turnswith brakes
Turnswith brakesandweight shifting
8
Flightwithspeedsystem
Towedandmotorizedflight
Tomakefasterflightpossible,the isequippedwithaspecialspeedsystem.
Toacceleratetheparagliderwerecommendthefollowingsteps:
a)extendthespeedbar
b)usethespeedbartocontrolspeed
Never activate the speed system in turbulence, at low altitude, or when approaching a
landing(thelowerangleofattackresultsinlessstabilitydespitethehigherspeed).
The issuitablefortowedflight,andwasdesignedforparamotoring.
has no tendencies towards deep stall/parachuting. Therefore we allow tow-
launched flights with a similar techniques to that described above. There is sufficient
margintocounter-steerthegliderinanormaltowingsituation.Makesureyouuseproper
equipment,experiencedpersonnelandallrelevantsafetyprecautionsfortowing.
Thissectiondescribesflyingconditions which can be deliberately induced, orwhichcan
develop unintentionally due to turbulence or pilot error. Any pilot who flies through
turbulenceissuretobefacedwiththesespecialflightconditionsatsomepoint.Sotakea
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.
Sufficientheight,aswellasthecarryingofareserveparachute,isimperative.
SPICE
SPICE
SPICE
Note!!However,motorizedflying hasbeenmadewithgreatsuccessduetoits veryeasy
take-off characteristics, stability and good handling, always use certified combinations
ofengine-harness-glider.Ifindoubtcheckwithyourfederation.
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.Apartfromthis,therearenospecialprocedures.
WARNING!! TheSPICEisnotsuitableforjumpsfromaircraft.
WARNING!!Allthe critical flightconditionsdescribedhere require thorough knowledge;
otherwisecarryingthemoutmay be very dangerous. Sufficient height abovetheground
isimperative.Bearinmindthatalldisturbancesofthecanopycanincreasethesinkrate
by 2 - 10 m/sec, depending on the degree of disturbance. Carrying out these
manoeuvreswronglymayleadtoacrash.
EXTREME AND CRITICAL FLIGHT MANOEUVRES

9
Collapseofthecanopy
Remember this is a glider with controllable 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
recommendedthatatthisstageyoualreadystarttopractisinganactiveflyingstyle.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
yourhandsthroughthebrakehandles,toallowyoutoreactimmediatelytoanypossible
disturbances.
Thisformofcollapseoccursmostfrequently,causedbyturbulence.
Pull the outermostA-line slowly down, until the edge of the canopy folds in. The canopy
collapsesfurthestif youpullA-riserviolentlydown.This causesupto70 %oftheleading
edgetocloseup,andresultsinthecanopygoingintoaspiraltowardsthecollapsedside.
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
Basically the will re-open by itself from closures of up to 70% by turning of 90° -
270°.
The time this takes, and the associated loss of height, can however be noticeably
reduced by appropriate action by the pilot. Apply opposite brakes on the un-collapsed
side, the outside of the curve, to stop the turning movement of the canopy. If you react
immediately, 30% brake on the open side shouldsufficetoholdthe canopy on a straight
course.
WARNING!! Ifyouflywithyourhandsthroughthe brakehandles,youmaylosevaluable
timeforactivatingtherescuesystem.
WARNING!! Especiallyinturbulence,youmust firststopthecanopyturning, beforeyou
pump out the collapsed side. When the canopy is stable again, open it by pulling the
brakelinesontheclosedside.Ifitistangled,pumpingthebrakelineshouldhelp.
WARNING!! Take care to avoid applying too much brake when pumping out the
Asymmetricalcollapse
Initiation
SPICE
10
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
canopyandleadtoastall.
NOTE!! usuallyopensfromfrontaltuckbyitself.Ifcounterbraking,becareful-do
not brake too much. You could cause glider to begin a full stall with following surge
forwards.
Symmetricalcollapse -"Big-Ears"
Frontaldeflation
Initiation
Whilst maintaining contact with the brakes, grip the outermostA-line. Work your hands
as high as possible on this A-line, until you have enough to be able to pull on them
withoutpulling (A-risersaswell). PullouterA-linesdownsimultaneously.The furtheryou
pull theA-lines, the greater the area of canopy that will collapse (and the greater will be
thesinkrate).
Recovery
As soon as you release outerA-lines,, the opens independently. You can speed
upitsopeningbylightbraking. Ifinextremecasesthelinesgettangled,pumping(pulling
repeatedly)thebrakelinesshouldhelp.
If you feel strong turbulence coming, first step off the speedbar. Sometimes you may
havetopullbothbrakestoavoidadeflation.
Initiation
Hold the brake handles in your hands and grip bothA-risers at the level of the maillons.
Nowpull downfarenoughtomakethewholeleading edgefallin(thefurtheryoupull,the
moreareafoldsin).
Recovery
You release the A-risers immediately, the opens by itself and the glider will
recoverwitha smallsurge.You canspeedupthisprocess bylightbraking.If theA-risers
areheldtoolong,thecanopycouldfoldinthemiddlewiththewingtipsgoingforward.
SPICE
SPICE
SPICE

12
11
Recovery
Releasethe riseratfirstrapidlybut thengently.AftertheB-linestallonnoaccountjustlet
go of the B-risers, as this can cause overloading. As soon as the risers have been
released, the will usually fly normally of its own accord. Otherwise you have two
possibilities:
1.PulltheA-risers,untilthecanopyregainsforwardspeed. Don'tpulltoofar,
orafrontaltuckwilldevelop.
2. Pull the brake lines until the canopy wants to fall backwards, and then instantly open
both brakes symmetrically.As a result the canopy will shoot forwards, thus regaining
forwardspeed.
Sobeginwith option 1, andonlyrelyon option 2 whenyouhaveenough experience with
themanoeuvre.
Ifyoufindyourselfinanunintentionalspinandyouarehighenough,youshould:
1.Release the brakes immediately. The glider will stop rotating, if it does not apply
sufficientoutsidebraketostoprotation.
2.Gentlyapplythebrakes to avoid a central collapseofthecanopyand the possibility of
acravat(oneofthetipsbecomingentangledinthelines).
This is included only to expand your knowledge of how the canopies performance. Not
recommendedasadescenttechnique.
Initiation
Takewrapsuntilthegliderislightlybraked(whenthehandsareright up).Nowgentlypull
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
thewingtipsflapping.Asaresultyousinkrapidlywithnoforwardmovement.
SPICE
WARNING!
NOTE!!In thecaseof acravatwhichpumpingofthebrakesfailstorelease-apply50% -
70% brake on the open side of the canopy to stop rotation. Then pull the caught line
carefullytoreleaseitthenpumpouttheaffectedside.
WARNING!! Ifyouare LOWandareinanunintentionalspin,or ifthecanopyiscaughtin
acravatUSEYOURRESERVE.
Spin(negative spirals)
Fullstall
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
surfaceofthecanopyevenwithoutthebrakesbeingactivated.
Initiation
Pull the brakes slowly down until you have no more forward speed. The canopy now
losesinternalpressureandthelowersurfacepushes further and further up between the
suspensionpoints.The loss of internal pressure is greater the longerthegliderisheldin
thissituation.Duringtheparachutalstallthecanopyalwaysremainsopen.
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.Loosenthebrakelinesimmediately,untilthecanopyisoncemoreaboveyou.Ifyou
hesitatetoolong,thecanopywillsurgeforwards.
Recovery
Assoonasyoureleaseboth brakes,symmetrically,theglider willindependentlyrecover
fromtheparachutalstall.
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.
KeepholdoftheB-risersthroughoutthemanoeuvre.
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
manoeuvresinvolvingstallsatanadequateheight,asitwilltakeacertainamountoftime
beforethegliderflieswithitsnormalsinkrate.
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
totheground,asareductioninareaincreasesthedescentrate.
Parachutalstall withsteeringlines
B-linestall

13
Recovery
Let go fluently both brakes simultaneously until 90% of leading edge reopen, then
releasebrakesrapidly.Thegliderendsthefullstallonitsownwithoutsurgingforward.
SPICEhasveryeffectivespiraldive.Thisallowsrapiddescentwithoutstalling.
Initiation
Weight-shift and pull the brake on one side gradually. Let the glider accelerate for two
turnsandenjoythegrowingspeedandhighG-force.
Youcanachievesinkratesupto20m/s.
Onceyouhaveenteredthespiral you can control your descent rate and bankanglewith
weight shift and brakes. We recommend lightly applying the outer brake to avoid
asymmetricalcollapseonoutersideofcanopy.
Recovery
Weight-shift to a normal flying position and stop application of both brakes. The glider
stopsspiraldivingbyitselfin360degrees.
If you apply inner brake and decelerate the glider for two or three turns, big pendulum
effectscanbeavoided.
WARNING!! If the brakes are released rapidly and asymmetrically, the glider may turn
throughalmost90degreesandsufferanextensiveasymmetriccollapse.
WARNING!! Some gliders have a tendency to stay in the spiral when the sinkrate
exceedsaround 15 m/s, depending on weight-shifting, wingloading and G-force.Infact
mostglidersneeda counter-inputtoendaturn.With weight-shifting tothenormalsitting
positionSPICE will however come out of thespiral without pilot input. Practise spiralling
with caution and lesser sinkrates 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!
Spiraldive
14
Fly as far as possible from steep rises, to give yourself space to lose height.
Sink rate approximately 2-4 m/sec
Sink rate approximately 4-6 m/sec
This allows rapid descent without stalling. Sink rate, depending on pilot, 5-15 m/sec
Sink rate approximately 5-10 m/sec
- 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.
The SPICE is produced from the best materials (see Material Description). The glider
mustbechecked asaminimum,everyyearor after 100 flying hours. Do not step on the
lines. Although the lines were tested with „DHV-bend test“ they can be damaged if
steppedonwhilstonahardsurface,oriftheycomeintocontactwithsharpobjects.
If this happends contact your dealer for replacement lines. The lines must be checked
afterevery50hoursflyingtimeandwhenevertheflightbehaviourchanges.Consultyour
dealer or MAC ltd. Tears in the canopy must be professionally sewn.Adhesive patches
areonlyadequateforveryminordamage.Theglidermustalways bekeptcoolanddry.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 attachment
tapes. Clean the canopy only with warm water or a dilute soap solution. Do not use
solvents.
SPICEisdeliveredwithastuff-sack,T-shirt, MACrucksack, speedbarandusermanual.
Happy landings
Peter Recek - Constructeur
MAC PARA TECHNOLOGY
Symetrical collapse - "big ears"
Speed system and "big ears"
Spiral dive
B-line stall
Important!
DESCENT RATES
MAINTENANCE AND REPAIR

15
FABRIC OF CANOPY
LINES
BRIDLE (ATTACHMENT LINES)
RISER
THREAD
MAILLONS
NCV - PORCHER MARINE Wassoilles Rue du Ruisseau B.P. 710
38290 ST. QUENTIN FALLAVIER, FRANCE
Extrados - SKYTEX S9017 E77A,E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Intrados - SKYTEX S9017 E38A - 100% nylon 6.6 , 33 Dtex, 36 g/m2
Main ribs - SKYTEX S 9017 E29A - 100% nylon 6.6 , 33 Dtex, 40 g/m2
Ribs - SKYTEX S 09017 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
EDELMAN+RIDDER, LIROS
Upper lines - Aramid/Polyester A-6843-080, Breaking Load 80 kg
Middle lines A,B - Aramid/Polyester A-6843-160, Breaking Load 160 kg
Middle lines C,D - Aramid/Polyester A-6843-120, Breaking Load 120 kg
Brake lines - Dynema/Polyester A-7850-100, Breaking Load 100 kg
Main lines D1,D2,D3,C1 - LIROS TSL 90, Breaking Load 90 kg
Main lines C2,C3 - LIROS TSL 140, Breaking Load 140 kg
Main lines A1,B1 - LIROS TSL220, Breaking Load 220 kg
Main lines A2,A3,B2,B3 - LIROS TSL 380, Breaking Load 380 kg
Wing tip line - Aramid/Polyester A-6843-080, Breaking Load 80 kg
Main brake line - Dynema/Polyester A-7850-240, Breaking Load 240 kg
STAP a.s.
407 80 VILEMOV, CZECH REPUBLIC
STAP-POLYESTERBRIDLE 13 mm, Breaking Load 95 kg
MOUKA TISNOV ltd
Koráb 133, 66601 Tišnov, Czech Republic
Polyester 367 040 025 912 25x1,5 mm Breaking Load 800 kg
AMANN SPONIT ltd
Dobronická 635, 148 25 PRAHA 4, CZECH REPUBLIC
Lines - SYNTON 60 Breaking Load 3,5 kg, Mean lines - SERABOND 60 Br. Load 7 kg
Canopy - SYNTON 40 Breaking Load 6 kg, Riser - SYNTON 30 Breaking Load 12 kg
ELAIR SERVIS
NIRO TRIANGLE 200 - Max. Load 200 kg
MATERIAL DESCRIPTION GROUND PLAN
16

17
LINE PLAN AC
stA
A3
A12
s1A
s2A
A15
A18
A21
A24
A27
A30
mA1
mA2
mA3
A6
A9
C3
C12
s1C
s2C
C15
C18
C21
C24
C27
C30
mC1
mC2
mC3
C6
C9
st0
stB
stC
stD
br1
br2
br3
br4
br19
br25
br20
br26
br27
mBR
br21
br22
br23
br24
br5
br6
br7
br8
br9
br10
br11
br12
br13
br14
br15
br16
br17
br19
18
LINE PLAN BD
stA
B3
B12
s1B
s2B
B15
B18
B21
B24
B27
B30
mB1
mB2
mB3
B6
B9
D3
D12
E12
s1D
s2D
D15
E15
D18
E18
D21
E21
D24
E24
D27
E27
D30
Dt Dt Dt Dt Dt Dt Dt
E30
mD1
mD2
mD3
D6
D9
st0
stB
stC
stD
br1
br2
br3
br4
br19
br25
br20
br26
br27
mBR
br21
br22
br23
br24
br5
br6
br7
br8
br9
br10
br11
br12
br13
br14
br15
br16
br17
br19

19
Check-intervals
All paragliders used in flight must be checked at least every 24 months. For paragliders
usedbyparaglidingschoolstheperiodis12months.
Personnelauthorisedto carryoutchecks
A valid flying license and training course by National association are the basis for
permissiontocarryoutparagliderchecks
Identificationofglider
Anidentitystickerwithdetailsofcertificationandserialnumberisattachedtotheglider.
Theporosityshouldbecheckedwithaporositymeter(JDC).Comparetheresultantdata
withtheproducer'smanual.
Porosity measures should be taken on at least three points of both the top and bottom
surface. The first point should be placed 20-30 cm from leading edge in the middle of
canopy.Secondandthird pointsareplacedleft andrightfromfirst measure pointat25%
ofthespan. Oneadditionalmeasurement shouldbemadeon thetopsurfaceof thewing
tip.
The identified time should be higher than 30 second (JDC). In the event of the result
beinglessthan30seconds,theresultofthecheckisafail.
The check of canopy strength should be made with a Bettsometer (B.M.A.A approved
Patent No. GB 2270768 Clive Betts Sales). On the top and bottom surfaces make small
holeswithaneedleattheAlineattachmentpoints.Theexactverificationshouldbemade
inaccordancewiththeBettsometerusermanual.
Line strengths should be as specified in accordance with the DHV requirements. One
mainlineshouldbetakenfromeacharrayandhaveitsstrengthcheckedwithatension-
meter.
Requiredstrengthsshouldbehigherthan:
- A+ B main lines x measured value > 8 x maximum take-off weight and higher then
800kgfortheA+Barrays.
- C + D mean lines x measured value > 6 x maximum take-off weight and higher then
600kgfortheA+Barrays.
Replacementsfordamagedlines must be withneworiginallines.Linelengths are taken
fromthelinesdatapage.
Componentsofthecheck
Porosity
Overallstrength check
Linestrength check
MANUAL FOR PARAGLIDER CHECKS
20
Linelengthmeasurement
Canopyline-attachmentpointscheck
Canopyfabriccheck
Lines
Connectorcheck
Risers
Finalcheck
Linesshouldbeseparatedandeachlinemeasuredunderatensionof5kg.Measurement
ismadefromthelinekarabinertothecanopyaccordingtotheDHVmethod.Ribnumbering
beginsinthemiddleofcanopyandleadstothewingtip.
Measuredfull lengthsshouldbe documentedinthe inspectionrecordand arecompared
withtheDHV typeprotocol.Lengthsshould not differbymore than20mm.Theopposite
sidesshouldbecheckedforsymmetry.
Attachment points should be checked for damage and stretching. Defects, loops and
flaresshouldberepaired.
Ribs,diagonalribs,topandbottomsurfaceshouldbechecked.Anydamagetosewingor
tearstothefabric,whichcouldinfluenceflyingcharacteristicsmustberepaired.
Alllinesshouldbechecked for tears, breaks any damage to the sheath or signs of wear.
Special attention should be paid to the sewing of the line loops. Damaged lines must be
replaced.
Theresultsshouldbedocumentedintheinspectionrecord.
Alllinecarabineers,trimmers(ifused),speedsystemsandpulleysshouldbeinspectedfor
visibledamage.Openorimproperlysecuredconnectorsshouldbesecuredinaccordance
withtheproducersrecommendations.
Bothrisersshouldbecheckedfortears,signsofwearoranydamageandmeasuredwitha
pullof5daNstrength.Measureddatashouldbedocumentedintheinspectionrecord. The
differencemustnotbehigherthen5mmwhencomparedtospecifiedlengths.
Thegliderstickerandcheckstickermustbe inspected for readability and correctness.
Thecheckmustbedocumentedwithdate,signatureandstamponthecanopyandinthe
usermanual.

21
Name Company Date Signature & Stamp
CHECKS
TECHNICAL DATA
SPICE -
Paraglider type:
Serial number:
Test flown on:
by:
Pilot's signature:
Confirmation by dealer:
SPICE SPICE
size
Zoom flat [%] 94 100
2
Area flat [m ] 22,12 25,03
2
Area projected [m ] 19,40 21,96
Span flat [m] 11,33 12,05
Aspect ratio flat 5,8 5,8
Root cord [m] 2,45 2,61
Cells 63 63
Weight [kg] 6,10 6,40
Weight range [kg] 95-125 120-150
Min.speed [km/h] 26-27 26-27
Max.speed [km/h] 41-44 41-44
Top speed (accelerator) [km/h] 57-62 57-62
Glide ratio 8,5 8,5
Min. Sink rate [m/s] 1,10 1,10
M L
TEST FLIGHT CERTIFICATE