Mcc Aviation STELVIA S User manual

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Owner’s manual
STELVIA S, STELVIA M & STELVIA L
General informations 2
Required piloting skills 2
General remarks about paragliding 2
Sectional drawing of the STELVIA 3
Plan of the lines 4
Drawing of the risers 5
Technical dataand informations 6
Limits of use 7
Operating the STELVIA 7
Preflight check of the paraglider 7
Take-off 7
Landing 8
Turning 8
Rapid descent techniques 8
Big ears 9
Spiral dive 9
B-line stall 10
Performances & use of brakes 10
Use of the speed barr 11
Asymmetric or frontal collapses 11
Full stall 11
Steering without brakes 12
Special Steering 12
Comments on testing procedures 12
Harness adjustment 13
Advice on maintenance 13
Storage and transport 14
Repairs 14
Paragliding and nature conservation 14
Checks 15
Checks before delivery 15
Periodic checks and repairs 15
Recycling 15
Guarantee 15

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Owner’s manual for paragliders
STELVIA S, M & L
General Informations
Name of the model: STELVIA S,STELVIA M,
STELVIA L
Name & address of the manufacturer: Mcc Aviation SA
Route de Forel 34
CH-1091 Grandvaux
www.mccaviation.ch
[email protected]
The STELVIA is certified in B category according to EN 926-2: 2014, EN 926-1: 2015
& NfL 91/09 standards.
Owner’s manual version Mai 2018.
This manual meets the requirements of EN 926-2: 2014 regarding the content and
the information that have to be supplied to the end users.
The last update of this manual is available on www.mccaviation.ch
Required piloting skills
Certified in B category, the STELVIA is a paraglider with good passive safety and
forgiving flying characteristics. It proves to show some resistance to departures from
normal flight.
However, considering its layout aspect ratio of 5.7, its fine handling and its quick
reactions, the STELVIA is clearly a sport wing. It is not suitable for basic and lower
level training.
The STELVIA is a sport model designed for experienced pilots who have been
practising for minimum two years, keep flying on a regular basis of at least 50 flight
hours per year and master an active and well measured piloting, even under stress.
General remarks aboutparagliding
Paragliding is a risky sport ; a careful practise is therefore highly advisable.
The pilot must check the airworthiness of his equipment, and in particular of his
paraglider before each single take-off. The pilot is the only master aboard and flies at
his own risks.

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Sectional drawing of the STELVIA

4
Plan of the lines

5
Drawing of the risers

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Technical data and Information
- Number of cells: 61
- Number of risers: 5 risers (A, A’, B, C’ & C)
- No trimmers on the certified models.
- Minimum brake range to stall point according EN 926-2: 2013 standard :
STELVIA S & M : 55-60 cm
STELVIA L : 60-65 cm
- The setting of the lines and of the brakes must at all time remain within the
allowances, as required by the EN 926-2: 2014 standard (+/- 1 cm compared to
the total length as indicated on the list of lines and plan of lines).
- Except for brakes and speed system, there is no other adjustable devices
available on the certified models.
- Lists of lines on Annex A
STELVIA
S
M
L
Take-off load (kg)
70-90
80-100
90-115
Recommended Take-off load
(kg)
73-85
84-97
96-110
Weight of the paraglider (kg)
4.1
4.3
4.55
Layout area (m2)
23.36
25.00
26.67
Projected area (m2)
20.52
21.96
23.43
Layout span (m)
11.54
11.94
12.33
Projected span (m)
9.45
9.77
10.09
Layout aspect ratio
5.7
5.7
5.7
Projected aspect ratio
4.35
4.35
4.35
Number of cells
61
61
61
Min.-trim.-max. speed (km/h)
25-38-54
25-38-54
25-38-54
EN Certification
B
B
B

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Limits of use
The STELVIA paragliders are certified for solo free flight only. Weather and thermal
conditions must remain suitable for paragliding at any time and the very skills of the
pilot have to be taken into account to decide whether to fly or not.
Moderate winds (4 on the Beaufort scale or 20-28 km/h) can already be tricky due to
turbulence near the ground on the leeward side behind obstacles or wind shears
created by thermal activity
Acrobatic maneuvers, which are maneuvers during which the canopy dives in pitch or
roll over 30° from the trim straight glide shall not be considered as the normal use of
your STELVIA paraglider.
The pilot must comply at any time with laws and regulations applicable to paragliding.
The pilot should also comply with the requirements resulting from the certification
(take-off load, dimensions of the harness, lines setting, brakes setting, etc.) and the
safety information provided by this manual.
The behaviour of the STELVIA when used on the winch or with an engine
(paramotor) is not part of the certification according to the EN 926-2: 2014 standard.
Operating the STELVIA
The STELVIA requires no special or unusual operating technique.
However you’ll find hereunder some useful reminder which might help you to become
more familiar with your new wing.
Preflight check of the paraglider
Check of the canopy: check the canopy for wears ; also check that the inner
structure (ribs and diagonals) is not damaged and that the seams are all right.
Check of the lines: check that the lines, including the seams and the end loops are
not damaged. Also check that the lines are not tangled and are perfectly sorted out.
Check of the rapid links: check that all the rapid links are screwed tight.
Check of the risers: check that the risers are not damaged and are not twisted or
tangled. Check that the speed system can be operated freely and that the ropes are
long enough as to avoid unintended operation of the speed system. Check that the
brake handles are in correct position and that the brake lines run freely through the
brake pulleys.
Take-off
Lay out the paraglider with the leading edge in a horseshoe shape. Holding the A
risers close to the quick links move forward until the lines are tight.
You should now be perfectly centered in your wing. In nil wind or a light headwind,
with lines tight take several strides. The STELVIA will inflate rapidly and rise over
your head.
Do not pull the risers too hard, either forward or down as this could cause a collapse
of the leading edge. Simply follow them with your arms until the glider reaches its

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angle of flight above your head.
It is important that the centre-of-gravity of your body remains in front of your feet
(flight direction) during the inflation of the glider so that the load through the risers
remains constant.
A controlled inflation avoids excessive need of the brakes and allows you to visually
check the wing and lines during the last phase of the launch, before acceleration to
takeoff speed.
Depending on the wind conditions or the slope, judicious use of the brakes may
assist a cleaner launch.
Landing
Due to the exceptional glide of STELVIA, caution is recommended during approach
and landing.
STELVIA is an agile and sensitive glider. Each brake input may initiate a significant
glider reaction. It is therefore recommended that first flights are performed in a
familiar environment, on a large landing site and under stable meteorological
conditions.
An advantage of negative steering is that it allows more time for manoeuvres to be
performed precisely, and results in reduced pendular motion of the paraglider.
Reminder: Negative steering involves slowing down the glider by applying brakes
symmetrically to about 30% of the maximum range, then making a turn by steadily
releasing the outside brake.
Speeding up just prior to landing allows a more effective flare and a gentler touch-
down in nil or light winds.
Turning
STELVIA is designed to turn efficiently and will core thermals even without the need
for weight-shift piloting.
Negative steering (see above) slows down the paraglider in certain phases of flight
and consequently reduces excessive roll during turn reversals.
Your glider is not only designed to turn rapidly (with approx. 30% brake) but also to
fly slowly in order to help identify areas of lift and to maintain a flatter turn to
minimize sink rate during the turn (with 20% brake).
Symmetrical brake-input at 20-25% enables you to control the glider – to brake
further if the canopy pitches forward and to release if the canopy pitches backwards
Rapid descent techniques
As a general rule, in order to descend, fly away from areas of lift. If, for
whatever reason, you are taken unawares by the development of conditions, you
may consider using the following techniques to increase your sink rate.

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Big ears
Slide your finger up the outer A’-riser and then pull it down by making an arc of
circle outwards and downwards until the wingtip folds back under the leading edge.
We recommended that you perform each “ear“ successively and not both
simultaneously.
Keep the lines taut to stop the wingtips from reopening until the manoeuvre is
finished. Depending on the size of the big ears initiated, the sink rate can increase
by up to 3–4 m/s. If necessary, it is possible to initiate small alterations in direction
by weight shift control.
As soon as the lines are released, the paraglider should spontaneously reopen.
However, you can speed up the reopening by „pumping“ the brakes in a single
sweeping movement. When pumping the brakes it is recommended that one side of
the paraglider be opened after the other. Pulling both brakes simultaneously to
reopen ears may result in a stall.
Spiral dive
STELVIA is a manoeuvrable wing that responds to pilot input precisely and
progressively.
To initiate a tight spiral, apply one brake progressively to about 50% and hold it
in this position. The speed of rotation and the brake pressure will increase
progressively and the centrifugal force on the pilot will also increase.
The angle and speed of rotation can be decreased or increased by releasing or
depressing the brake by several centimeters respectively. Once mastered, the spiral
dive allows you to descend at rates greater than 10 m/s. Extremely abrupt or badly
synchronised brake inputs or too-rapid initiation of the spiral may result in an
asymmetrical collapse and/or a spin.
CAUTION !
A deep spiral is a radical manoeuvre. The kinetic energy generated must be
dissipated by slowly releasing the inside brake throughout, at least, one whole
revolution.

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B-line stall
Grasp the B-risers (third row of risers and lines since the front, blue stitchings and
blue lines) at the quick links, and ease them down symmetrically. Do not snatch
them down.
The paraglider will enter a B-line stall and feel to drop backwards before the pilot
stabilises underneath the wing. The descent rate increases to 6 - 8 m/s.
To exit the B-line stall raise both hands together in a single, positive movement
so that the risers are at normal full extension again.
On releasing the B-risers, your STELVIA should return immediately to normal
flight.
An adjustment error, control error or certain aerological conditions may lead to a
prolonged deep stall phase. A push on the speed bar should initiate rapid exit from
the B-line stall state.
If the speed bar is not connected, pulling on the A-risers by 2-3 cm will have the
same result.
CAUTION !
Unlike big ears and spiral dives (see above) a glider in a B-line stall is in a true
stalled configuration.
For this reason, a B-line stall should never be performed close to the ground.
Performance & use of brakes
STELVIA‘s best glide is at trim speed (no brakes) – about 38-39 km/h.
The minimum sink rate is achieved by applying approx. 15% brake.
When using more than 30% brake the aerodynamics and the performance of the
glider deteriorate and the brake pressure rapidly increases.
The higher the brake pressure, the greater the risk of an impending stall which will
occur at full brake travel (100% brake; 55-60 cm).
In normal flying conditions the optimum brake position, in terms of performance and
safety, is within the top third of the braking range.

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Use of speed bar
Your STELVIA is equipped with a highly efficient speed system. For fitting and
positioning of the accelerator system and speed bar, consult the instructions provided
by your harness manufacturer.
Before each take-off, check that the entire accelerator system works freely and that
the lines are long enough to prevent the speed bar from being activated involuntarily
in flight (lines too short).
If the harness is fitted with a front mounted reserve, the speed bar lines must pass
under the reserve container and the reserve bridle so that the reserve can be
deployed correctly.
Use of the speed bar increases the maximum speed of the paraglider by up to 40%
of the trim speed. Whilst the STELVIA remains stable at full speed, no paraglider is
immune from deflations in certain conditions and the deflation point can be sudden
when flying at high speed.
Use of the speed system does reduce the angle of attack and therefore there is an
increased risk of a frontal or asymmetric collapse. For this reason we do not advise
use of the speed bar near to the ground or in turbulent air.
Asymmetric or frontal (symmetric) collapses
Despite tests showing that STELVIA recovers spontaneously after collapses,
active piloting is recommended in the event of an asymmetric or frontal collapse.
Active piloting will reduce the loss of altitude and a change of direction.
●In the event of a frontal (symmetric) collapse: Before automatic reopening
occurs, bring both brakes down swiftly & symmetrically to speed up reopening of
the leading edge, then immediately bring your hands back up to normal flying
position.
●In the event of an asymmetric collapse: Keep the paraglider flying as straight as
possible by leaning away from the collapsed side and applying sufficient (just
enough, not too much) brake to maintain course. Speed up the reopening of the
closed side by a single, positive input on the collapsed side & repeat if necessary.
Full stall
Certain pilot behaviour or weather conditions can cause a full stall. This is a serious
deviation from normal flight and can be difficult to manage. If a stall occurs at less
than 100 m above the ground, throw your reserve parachute.
Main causes of a full stall:
Poorly timed or excessive use of the brakes when the air speed of the wing is
reduced (e. g. when coming out of a spiral or speeding up after a B-line stall).
Rain-induced Deep or Full stall :
A soaked or heavily drenched leading edge (from rain or a cloud) can result in a full

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stall or deep stall due to uneven airflow over the leading edge as a result of rain
drops and an increase of weight to the wing.
Whatever the cause, a stall can be either symmetrical or asymmetrical (a spin).
In both cases the brake line travel becomes very short and even small input may
suddenly induce an airflow separation; in some cases even a gust or a sudden
thermal may change the angle of incidence enough to cause the deep stall.
If you find yourself flying in unavoidable rain, we strongly recommend that you
avoid any sudden movements or radical brake input, that you do not pull Big Ears or
B-stall, and that you steer clear of turbulence and avoid a deep flare on landing.
In both cases the pilot has two possible courses of action:
●If the full stall happens above 100 m it is strongly recommended to initiate
standard stall recovery assuming the pilot is familiar with the process (i.e. a
complete execution of the full stall, stabilization of the wing and progressive lifting
of the hands to resume normal flight).
●If the full stall happens below 100 m or if the pilot is unfamiliar with stall recovery
the reserve parachute should be deployed immediately.
Steering without brakes
If a brake line or pulley breaks, it is possible to steer STELVIA using the C-risers
(rear risers).
The movements should be finely controlled as the deformation of the wing due to the
traction on the D-risers is greater than that produced by using the brakes.
Tip: Practice this method of steering to be prepared before a real brake failure!
Special steering
No other manœuvre or steering technique is recommended.
Comments on the testing procedures
All manoeuvres were carried out over water in a stable air mass with standard
temperature, humidity and pressure.
They were carried out by professional pilots, trained to react to any problem in
the most appropriate manner.
Test reports are available on our website: www.mccaviation.ch and on the test
laboratory website : www.para-test.com

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Harness adjustment
During testing procedures, the pilots have been using ABS type harnesses with
following dimensions:
Distance from seatboard
to inner bottom of carabiners
Distance between centerlines
of inner bottom of carabiners
STELVIA S
40-43 cm
40-44 cm
STELVIA M
41-44 cm
42-46 cm
STELVIA L
42-45 cm
44-48 cm
We recommend the use of a harness with adjustments as close as possible to
those used during the certification tests.
Excessive cross-bracing (chest strap very tight) increases the risk of risers
twisting during certain manoeuvres.
A looser setting may result in a tendency to fall towards the collapsed side.
Lower hang-points reduce the roll-stability of your harness and can slow down
the reopening of asymmetric collapses.
Slightly higher hang points have no influence on in-flight safety and can
therefore be tolerated.
Advice on Maintenance
●Avoid dropping the canopy on its top surface or on its leading edge during inflation
or landing.
●Do not drag it across the ground when moving it.
●Do not expose it unnecessarily to sunlight.
●Choose a folding technique that does not damage the leading edge and that does
not crease the internal structure excessively.
●To maximize the life of your glider, we do not recommend the use of stuff sacks;
the creasing of the material will decrease the life expectancy of the fabric, in
particular for the internal structure.
●Always use the protective bag to avoid direct contact with the harnesses and
buckles, and unwanted frictions inside the rucksack.

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●Never store your paraglider when it is damp. If immersed in sea water, rinse it
thoroughly in fresh water. Do not use any detergents.
●If you do most of your flying near the sea, where the air is humid and salty, the
wing may age faster. In this case we suggest you have it checked more often than
prescribed in this manual.
●Empty any foreign bodies from your paraglider regularly, for example sand, stones,
animal or vegetable matter which may eventually decay. Twigs, sand, pebbles,
etc... damage tissue in successive folds, and organic debris of vegetable or animal
origin (insects) can promote mold growth.
STELVIA is fitted with debris release slots at the wing tips. Debris can be shaken
from the closed cells through to the wing tip and the release slot opened to remove
particles. Check that you reseal the debris release slot when completed.
Storage and transport
Store your loosely packed glider in a cool (10-25°C) and dry (< 70% humidity) place.
Hot car boots or damp basements lead to damaging of the cloth.
A paraglider should always be dry when packed, but this is particularly important after
the last flight of the season. But even a completely dry wing should still be stored
open in a dry, clean and dark place.
If you do not have room for such winter storage we recommend you open all
compression straps on the bag as much as possible and leave the bag open so that
air can circulate around the packed canopy.
Make sure no vermin make their sleeping quarters in your wing, and keep it well
distant from solvents and acids. Petrol and other petrochemicals are especially
abrasive for nylon and will dissolve the cloth if allowed near.
High temperatures in combination with moisture are a particularly volatile mix that will
accelerate the hydrolysis process where the fibres and the coating are decomposed.
Repairs
Repairs should be achieved by a specialist. The use of ill fitted spare parts or
materials or a wrong repair process can be very dangerous on an aircraft. For safety
reasons, always have your paraglider repaired by a specialist.
Paragliding and nature conservation
Being a good pilot is not only knowing how to take-off, land and fly long distances, it
is also being conscious about the beautiful natural surrounding and behaving in a
way that helps to protect the environment. Take only pictures and memories and
leave at most footprints. Keep on the footpath, do not damage the vegetation and do
not disturb the wildlife.

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Checks
Before delivery
Your paraglider has been carefully checked throughout the whole production
process in our production facility. It has been double-checked and measured in
our workshop in Grandvaux in Switzerland and it has been tested in flight by a
professional test pilot.
It is delivered with the standard lines and brakes settings which matches the
settings used during the certification flights.
Periodic checks and repairs
For your own safety, we advise you to have your paraglider checked at least
once a year or after 100 flight hours whichever is sooner and anytime there is a
noticeable change in its behaviour.
The checks must be done by Mcc Aviation in Grandvaux or by an authorised
representative. Our workshop is equipped as a production facility, with all
machines, original materials and spare parts and trained staff.
In France, the after-sales service is made by several professional workshops
throughout the country. Contact Mcc Aviation, they will provide you a list of
authorised workshops.
Recycling
Your paraglider is mainly (99%) made with plastic materials (polyamide, polyester,
etc.) and with some metal parts (quick links, pulleys, rings), which can easily be put
aside.
Guarantee
Mcc Aviation new paragliders are covered by a guarantee according to the law (cf.
art. 197 CO or art.5 of the directive 1999/44/CE).
Mcc Aviation SA commits itself to correct a possible defect or replace the faulty
piece. The guarantee period starts from the date of delivery of the paraglider to the
authorized dealer.
The guarantee does not cover damage caused by normal aging, by an accident, by
misuse or by neglecting the regular maintenance.
Mcc Aviation SA, Route de Forel 34, CH-1091 Grandvaux
www.mccaviation.ch, [email protected]