Nova MENTOR 6 LIGHT User manual

_41 _EN_40
NOVA oers
comprehensive
guarantees and
services. To claim
or use these
services, you must
register your wing
at our myNOVA
web site within 14
days o purchase
(invoice date).
Thank you or your trust
Many thanks or choosing a NOVA wing. NOVA stands or innovative,
technically sophisticated, high quality products. Your paraglider was
developed using modern design and simulation sotware, it was inten-
sively tested and during and ater production it underwent stringent
quality control procedures.
This manual contains important inormation on using your para glider.
We recommend reading it careully in advance o your rst fight with
the wing. Please contact us or your NOVA partner with any queries or
suggestions.
Further inormation on this wing and other products can be ound at
www.nova.eu.
We wish you great fights and sae landings.
Your NOVA development team
Philipp Medicus
Chie designer
MY
MENTOR 6 Light –
Less weight, zero limits

_43 _EN_42
The starting point
o our mission is to
build paragliders
which are sae and
simultaneously
high perormance.
Perormance and
saety, or rather the
correct ratio bet-
ween the two, make
or lots o fying un
– and that is what it
is all about!
Thank you or your trust 41
About NOVA 43
Quality 44
Flying and nature 45
The MENTOR 6 Light 46
Introduction 46
Technical summary 47
MENTOR 6 Light technologies 48
MENTOR 6 Light target group 50
General inormation 50
Recommendations 50
Operating limits 51
On receiving your paraglider 52
Initial fight 52
Registration 52
Accessories included 52
Glider modication 52
Suitable harnesses 53
Weight range 53
Speed-system additional line set
assembly 54
Flying the MENTOR 6 Light 54
Take o 54
Normal fight 57
Accelerated fight 58
Turning 59
Landing 60
Rapid descent techniques 60
Collapses 63
Stalls 65
Cravats 66
Care and maintenance 68
Packing the glider 68
Storage 70
Cleaning 70
Repair 70
Disposal 70
Service and guarantee 71
myNOVA 71
Our services 71
Particulars and exceptions 75
Technical data 76
Overview risers 77
Overview glider 78
Line plan 79
Contents
_ GERMAN MANUAL 3
Version 1.0 | May 2019
The respective current and valid manual can be ound
on our website: www.nova.eu
About NOVA
Driven by the idea o creating better wings, we ounded NOVA in
1989. The company quickly grew into a signicant manuacturer.
We rapidly consolidated and expanded our market position.
Our headquarters are in Terens, near Innsbruck. Thanks to this loca-
tion we are 20 minutes rom our local fying site, the Roan. Due to its
proximity to lake Achensee, it is ideal or glider testing. Alternatively,
the Zillertal, the Stubaital or the southern Alps are close by.
As a paragliding manuacturer, being close to mountains is essential.
Firstly we need appropriate terrain or good development work.
Secondly, we need to have our nger on the pulse and need to be
closely connected to our customers. In Tyrol and the surrounding areas
paragliding is more than a sport. This positive attitude translates into
our products, which assists us to keep making better paragliders.
NOVA has a highly qualied sta team, nearly all o whom share the
same passion or fight as the pilots who choose to fy NOVA wings.
This passion and our know-how are the drivers o our innovation. For
example, it lead us to being pioneers in the area o fow simulation,
where we can reasonably accurately predict many o the characteri-
stics o a new wing design on a computer.

_45 _EN_44
Acceptance o our
sport depends on
the good behaviour
o every pilot. Please
make your contribu-
tion to the positive
image o the para-
gliding community.
!
Flying and nature
On the one hand, fying means experiencing a particular orm o reedom.
On the other, there is a requirement to ollow laws and ethical ground-
rules. Please show respect to your ellow pilots, but also consider the
interests o landowners (both take-o and landing), air law and your
impact on the environment.
For the sake o our sport and our environment, we ask you to under take
paragliding in an environmentally-riendly way. Please do not litter and
please avoid scaring animals by fying too close to them. Especially in
winter, this stress can be lie-threatening or wild animals.
Being considerate to the needs o animals is your contribution to the
preservation o their habitat. At the same time, respectul behaviour
also avoids confict with other interest groups like landowners, whose
income is reliant on healthy numbers o wild and domesticated ani-
mals.
Quality
When discussing quality in paragliding, oten the ocus is on externally
visible issues: seams, abric or symmetry. These are all important indi-
cators or us too, but at NOVA we eel the term quality encompasses
more.
Quality means a cycle o processes which begins with the right idea and
ends in comprehensive customer service. In between lies responsible
development and testing; serial production with routine inspection
and a network o responsible dealers and approved service centres.
We don‘t just want to oer you a good wing – we want to give you the
right one. Our highest priority is earning and maintaining the long-term
trust o our customers. We equate quality with the satisaction o our
customers. I we matched your expectations, then we have provided a
quality service.

_47 _EN_46
The MENTOR 6 Light
was developed in
co-operation with the
cross-country pilots in
the NOVA Pilots Team.
themselves. Instead o »Spaghetti-straps« we use new aerodynamically
slim risers, whose design was based on the Speedbrake Riser. These
ensure optimal C-steering and even at the launch lie comortably in
the hand. This means the MENTOR 6 Light is easy to infate and the
weight-optimised canopy climbs even more easily than the normal
version.
Simply honest
The MENTOR 6 Light’s perormance is easily accessible and is there-
ore suitable or local soaring as well as being perect or ambitious
FAI triangles, hike & fy and vol biv. In strong thermals it convinces with
its relaxed and comortable fying characteristics and, or its class, a
very high level o passive saety (fat aspect ratio: 5.43). Especially or
pilots who like to climb mountains on oot, the combined low weight
and small packing size makes the MENTOR 6 Light an all-rounder:
light on the back and as enthusiastic about going XC as you are.
Technical summary
The MENTOR 6 Light is an EN B wing with 59 cells and a fat aspect
ratio o 5,43. The MENTOR 6 Light is a wing made rom very light sail
cloth. Care should be taken when handling the wing. The shel lie is
less than that o conventional paragliders abric.
All technical data can be ound on page 76.
The MENTOR 6 Light
Introduction
At home in the B class and travelling the world – the MENTOR 6 Light
in size S is a hety 850 grams lighter than its big brother, but oers
the same ingenious new developments like Zig-Zag 3D-Shaping,
the innovative Mini-Rib Vector Tape, Double-B Splits and new risers.
Sometimes during hike & fy you might encounter turbulent conditions,
so the MENTOR 6 Light is trimmed or extra comort, as well as high
perormance. This makes it the perect companion or anyone who
would like to cover big distances – both on the ground and in the air –
with as little baggage as possible.
Little weight & packing volume
The MENTOR 6 Light mainly dierentiates itsel rom the MENTOR 6
in terms o weight. We chose weight-optimised Skytex 27 cloth on the
upper and lower surace. Nice to know: We oer the same guarantee or
this cloth as we do or our regular sail cloths. Why? It is very important
to us that you can enjoy your NOVA wing or a long time. Despite its
lightweight design, we use the most durable materials possible and on
the wing nose we have additionally used robust 30D cloth.
No compromises in comort
Apart rom the gallery lines, all lines are sheathed and nearly sort

_49 _EN_48
MENTOR 6 Light
technologies
Under pressure
NOVA Air Scoop is an optimised air intake, which increases the
internal wing pressure. NOVA’s Air Scoop principle is similar to
the ram-air inlet duct on a sports car: increased airfow produces
higher pressure. Higher internal pressure in a paraglider means
improved perormance through increased structural stability and
collapse resistance.
Mini-Rib Vector Tape
A vector tape near the trailing edge has various advantages.
Firstly, this tape reduces the crease in the upper surace that is
created when braking. Secondly, the wing is more compact, i.e.
the wing deorms less during glides in moving air. To maximise both
these advantages, it was necessary to locate this vector tape very
ar back in the area o the mini-ribs.
Zig-Zag 3D-Shaping
Zig-Zag 3D-Shaping is the next step to an even smoother wing
nose. As well as Double 3D-Shaping, two parallel seams which
stretch the entire length o the upper surace span, each cell
located at the nose has a urther diagonal 3D-Shaping seam. This
orms a striking zig-zag pattern. This means the seam runs more
cleanly and is more aerodynamically advantageous.
Comort on the ground
All NOVA paragliders are made to be easy to use. For packing you
can use a concertina bag, but it is not essential. Our extensive
experience with rods has taught us that the packing method has
little infuence on the durability o the wing. Bent rods quickly
spring back into their original shape.
More compact
The aspect ratio o a glider is not the only actor in passive
saety, but still a very important one. A high aspect ratio
avours cravats ater asymmetric collapses, generally shortens
brake travel and normally makes wings more dicult to fy.
Nova‘s analytical tools permit us to build perormance wings
even with a low or moderate aspect ratio.
Light as a eather and robust
Very light but still durable: light weight NOVA wings weigh
little but are still robust enough to withstand the hard conditions o
the mountains. The proles are made out o durable cloth,
so that this highly-stressed component does not deorm – like
it can with ultra-light material. This means we are able to guarantee
consistent fying characteristics.

_51 _EN_50
Ater buying a new wing we
recommend undertaking an
SIV/pilotage course. On this
course we recommend prac-
tising the manoeuvres which
simulate the incidents which
most commonly occur during
everyday fying – in particular
asymmetric and rontal col-
lapses.
Furthermore we recommend regular fying, ground handling, as well
as urther theoretical training. We advise that you continuously study
fight theory and practice and that you also study the particulars o
your chosen fying equipment. As the owner o your equipment it is your
responsibility to comply with checking and maintenance requirements.
More inormation on this in the »Care and maintenance« section.
Operating limits
The ollowing fying conditions and situations are outside the permit-
ted operating limits o the wing:
• Flying with precipitation (rain, snow, hail) must be avoided at all costs.
Precipitation has a negative impact on the fying characteristics o
the wing. Amongst other things, the stall point and parachutal stall
behaviour changes.
• Low temperatures combined with high humidity can lead to icing,
which also has a negative impact on the wing’s fying characteristics
(parachutal/deep stall, shortening o the brake travel).
• Operating the paraglider is only permissible within the recommended
weight range. The weight range can be ound in the technical data.
• Sand, dirt and snow (especially in large quantities) have a very nega-
tive eect on the fying behaviour o the wing. Beore each launch,
check your glider or oreign matter and execute a proper pre-fight
checking sequence.
• This paraglider was not designed or aerobatics.
MENTOR 6 Light target group
The MENTOR 6 Light is a paraglider with impressive perormance
which has, in the hands o an experienced pilot, very uncomplicated
handling and manageable extreme fight behaviour.
General inormation
As an aircrat, paragliders must conorm to applicable air law.
Depending on your country o origin, instruction may be compulsory.
Additionally, there are statutory requirements (or example air law)
which must be adhered to.
The MENTOR 6 Light is designed and certied to carry one pilot. It
may not be used as a tandem wing.
Paraglider pilots must be able to prove that they have the valid licen-
ces and must have insurance as is required by their country o origin.
Pilots must be capable o judging meteorological conditions correctly.
Depending on a country‘s applicable regulations, the use o a helmet
and back protector, as well as carrying a parachute, is mandatory and
highly advisable.
Pilots must accept responsibility or the risk inherent in participating
in the sport. Paragliding is an adventure sport and can lead to severe
injuries and death.
We recommend that inexperienced pilots and those with a heightened
desire or saety should undertake paragliding under the auspices an
accredited school or instructor. Many o our NOVA Partners can oer
this service.
Recommendations
We advise pilots to choose their wings conservatively: it is preerable
to fy a lower class wing than to overstretch yoursel. One can only get
the ull potential rom a wing i it eels comortable. I the wing is too
demanding, this does not lead to increased perormance and it can
increase the risks.
Flying the
MENTOR 6 Light
does require a level o
skill. The MENTOR 6
Light is not suitable
or beginners or
occasional fyers.
For queries about the
suitability o the wing
or you, your NOVA
dealer will be happy
to assist!
!

_53 _EN_52
• The ree play o the brake has an eect on extreme fight incidents.
I the brake line length is modied, this can infuence the reaction o
the glider.
Suitable harnesses
Your paraglider is certied or use with a harness classied as
GH (without cross-bracing). This group contains nearly all currently
available harnesses. The certication sticker on your harness
provides inormation on its classication.
Some harnesses allow particularly eective weight-shit, but at the
same time turbulence is directly ed back to the pilot. Other harnesses
are more damped and thereore more comortable – but the disadvantage
is that they are less agile. Every pilot must decide or themselves
which set-up is suitable or him/hersel.
NOVA wings are designed and tested using NOVA harnesses. There-
ore we recommend fying our wings in combination with our harness-
es.
Weight range
Your paraglider is certied or a stipulated weight range. I you fy
the glider outside this range, you are outside the operating limits o
the equipment. Thereore the paraglider does not conorm to the fy-
ing characteristics determined during the certication process – this
means your certication is no longer valid.
It is a question o personal preerence whether you wish to fy at
the upper, lower or middle o the stipulated weight range. Low wing
loading brings the advantages o, or example, high damping, a less
dynamic eel and a great climb rate. The disadvantage is less speed,
less agility and reduced internal wing pressure. On the other hand,
high wing loading means more speed, a more taut canopy and more
agility, which has increased dynamics as a consequence.
The choice o
harness has a
major infuence
on the fying
characteristics o
your paraglider.
We do not wish to
make a statement
like: »A wing must
be fown at the
upper weight limit«.
Which size is most
appropriate is
more a question o
individual taste and
the wing’s intended
purpose. While
fatland fiers preer
less loaded wings,
in the Alps highly
loaded wings can be
an advantage.
On receiving your paraglider
Initial ight
Beore sale, every NOVA wing is checked and fown by a NOVA dealer.
The name o the pilot and date o this rst fight must written on the
paraglider’s inormation label. Generally this will be situated in the
centre cell (at the prole rib).
Registration
In order to take advantage o the ull guarantee and services, or
example NOVA Protect, you must register the paraglider at our web
site: my.nova.eu ↗
Accessories included
Your MENTOR 6 Light will be delivered with a glider bag (rucksack),
inner bag, riser bag, windsock, manual, sel-adhesive repair tape,
additional speed system cords (Size XS, S, and M) and stickers.
Glider modifcation
At delivery, the specications o a new paraglider conorm to those
used during the certication process. Any user modication (or
example, change o the line length, modication o the riser) means
the glider no longer conorms to its certication. We recommend
consulting NOVA beore any modication.
Care should be taken when modiying the brake line length: in the
actory, the brake line is set so there is 10 to 15 centimetres ree play.
This is essential or two reasons:
• I the speed system is engaged, the brake line travel is reduced. A brake
line modied to achieve shorter travel would mean that the wing would
be automatically braked when accelerated. Firstly, this would reduce
the eectiveness o the speed system and secondly this could
induce a stall.
This registration
must be completed
within 14 days o
purchase (invoice
date).
?
MY

_55 _DE_54
Speed-system additional line set assembly
(Size XS, S and M):
The MENTOR 6 Light has comparatively long speed-system travel. To
reach ull speed, the speed-bar must thereore be pushed a long way.
This is not possible with some harnesses.
The additional speed-system cords supplied with the glider will allow
you to reduce/adapt the length o travel. This means ull speed can be
reached without having to push the bar to the maximum.
1 The additional speed-bar set comprises two additional cords, two
beads and a red cord to acilitate assembly.
2 First, push back the neoprene covers rom the pulleys.
3 Undo the Brummel hooks. Now pull the line through both pulleys.
4 Unthread the the line rom the upper pulley.
5 Using the red cord to assist, thread the new line into the upper
pulley. Make sure you thread in the loop which is closest to the knot.
Push the line loop over the pulley- in the opposite way to step 4 above.
6 Push the bead (using the red cord to assist) over the line until it
is located at the knot. Thread the line rst through the lower, then the
upper pulley.
7 Attach the Brummel hook - in the opposite way to step 3 above.
Check that the line is running as shown in in the illustration.
The location o the knot and bead can be set as required:
i the knot in the picture is moved to the right, then the bead will block
the lower pulley only when close to ull speed. The speed-bar travel is
only marginally reduced.
I the knot is moved let, the bead will block the pulley sooner.
The speed-bar travel is reduced more, but the orce needed to engage
the system is increased.
1
6
3 4 5
2
7

_57 _EN_56
Tow launch
When towing, the MENTOR 6 Light displays no peculiarities. Please
note that it is important to climb away rom the ground at a shallow
angle.
We recommend the use o a tow adapter. This adapter is connected to
the main carabiners and links them with the tow release.
Normal ight
The MENTOR 6 Light has its best glide perormance at trim speed, i.e.
when the brakes are ully released. In calm air, the wing will travel the
greatest distance over a given height.
With headwind or a sinking airmass, maximum glide can be achieved
by using the speed system. During accelerated fight in turbulent air,
attention should be paid to the dynamic reaction o the wing in case o
a collapse. Lots o height above the ground is advisable.
In strong turbulence it is advisable to gently pull both brakes to increa-
se stability. The brakes provide eedback about the surrounding air,
which is needed or active fying.
By active fying we mean the constant control and correction o the
angle o attack in turbulent air. For example, i a pilot fies rom an area
o lit to an area o sink, i there is no pilot input, the angle o attack will
be reduced and the wing will pitch orward. Reduced brake pressure
will indicate the start o this pitch movement to the pilot.
The correct reaction is to increase the brake input to prevent the
orward pitch.
Overall, the launch
behaviour is very
simple. The wing
orgives errors. No
special skills are
needed to launch
the wing.
Cases o an
escalation o a
collapse can be
prevented by
active fying.
Flying the MENTOR 6 Light
We recommend completing your rst fights with your new wing in
calm conditions. This will give you the opportunity to get to know your
glider. Launches and ground handling on a training hill will also help to
amiliarise yoursel with the paraglider.
Take o
General
The pilot has the responsibility to check that their entire equipment is
in ull working order. In particular, the wing, harness and the parachute.
Immediately beore launch we recommend the ollowing pre-fight
check, which should be conscientiously perormed beore every take
o. Sadly, many launch accidents result rom an omitted pre-fight
check.
1. Buckled-up: leg and chest straps are connected, chin strap on the
helmet is closed
2. Clipped-in: risers are not twisted, speed system is correctly connected,
carabiners are locked
3. Lines: A-lines are on top, all lines are sorted and ree o knots, brake
lines run cleanly through the pulleys
4. Canopy: wing is laid out on launch in an arc with leading edge open
5. Wind and air space: wind is suitable or take o, air space is clear
The MENTOR 6 Light distinguishes itsel by its easy infation behavi-
our (both during orward and reverse launch) and without wanting to
hang back. The wing climbs cleanly and directly without a tendency to
overshoot.
Condent launches can only be learnt by practise – there is only a
limited knowledge to be gained rom books and descriptions. So here
is a tip: Use every opportunity on a training hill to perect your launch
technique. Ideally, have an experienced colleague or instructor with
you to provide eedback.
!
For an optimal ination during
launch, we re commend holding
both A-risers at the maillons,
rather than holding the webbing
below the maillons.
TIP

_59 _EN_58
A
B
C
Speedbrake Riser Function
The MENTOR 6 Light is tted
with the Speedbrake Riser Func-
tion as standard. This is a tie strap
which allows the pilot to »decele-
rate« the wing. I the pilot pulls the
C-riser back and downwards in a
radius (with the maillon as the centre o
rotation), the B-riser is also reduced in
length. The result is that the wing fies
slower and without creases. More
specic inormation can be
ound here:
www.nova.eu/speedbrake
Important: I the Speed-
brake is pulled too much or
too suddenly when the wing
is already pitched back there
is the risk o stall. Please practise
using the Speedbrake Riser slowly, incrementally
and in calm conditions.
Speed system geometrical data
I the entire speed range is utilised, the
A-risers will be shortened by approximately
18 cm, the A2-risers will be shortened
by approximately 15 cm and the B-riser
by about 13 cm (sizes XS, S, M and L). XXS: the A-risers will be
shortened by 14 cm, the A2-risers by 12 cm and the B-riser by 10 cm.
Turning
Turning a wing is the combination o inner brake, outer brake and
weight-shit. The key is the correct dose o each element. One o the
eatures o the MENTOR 6 Light is its sensitive handling. Small brake
inputs are sucient to fy precise turns.
Some o the required techniques can be practised during ground hand-
ling, or example, by attempting to keep the wing fying above your
head without looking at it. This exercise is also useul or successul
orward launches.
Accelerated ight
Fitting the speed system
The majority o harnesses are tted with two pulleys per side. Some
(lightweight) harnesses instead have two simple rings or loops. The
two speed bar cords are pulled rom top to bottom through both
pulleys/rings and tted to the oot bar.
The correct length adjustment is important. I it is too short, there is
the danger that the wing is constantly accelerated, which should be
avoided at all costs. I the cords are too short there is the risk that the
speed bar is unreachable.
I the cords are set too long, it is not possible to accelerate the wing to
its maximum speed.
We recommend setting the cords a little too long when rst tting the
speed system, so that the ree play can be judged during fight. Then
the slack can be taken up i necessary. Brummel hooks with three
holes assist with the simple adjustment o the cord length.
Using the speed system
Beore take o or on connecting the risers to the harness, the Brummel
hooks on the speed system must to attached to those on the harness.
Please make it part o your pre-fight routine to connect the speed system
– it is important or your saety.
The MENTOR 6 Light is tted with a very eective and smooth-run-
ning speed system. Up to the maximum speed, the glide perormance
remains very high. Pitch correction, i.e. active fying, in accelerated
fight should not be perormed through the brakes, but using the speed
system. Thereore i the wing pitches orward, the pilot should not
brake, but reduce the acceleration.
In accelerated fight, steering should be perormed either by weight-shit
or through asymmetrical speed bar use (by increasing the acceleration
on the let side, the wing will turn right).
Please note: using
the brakes during
accelerated fight is
not only detrimental
to perormance,
but (in comparison
to non-accelerated
fight) it increased
to likelihood o
collapses!
!
The NOVA Speed-
brake Riser is the rst
three-liner riser which
permits the glider to
be accelerated as
well as decelerated. It
brings an end to pul-
ling the C-lines, which
killed perormance.

_61 _EN_60
2) B-line stall
A B-line stall is instigated by symmetrically pulling both B-risers
(approximately 15 centimetres). It is recommended – or maximum
grip as well as saely executing the manoeuvre – to grab the risers at
the top. i.e. at the maillon.
Immediately ater pulling the risers, the wing will lose its orward speed
and ater a short oscillation will descend in a stable parachutal stall.
I the B-risers are pulled too ar (markedly more than 15 centimetres),
the wing will slowly begin to rotate around its vertical axis. It is also
possible (particularly in turbulent air) that the wing horseshoes. This
means that the wing deorms and the wing tips go orwards. The
tendency to horseshoe can be reduced by gripping the B-risers rom
the inside and then pulling them towards the body, as well as down-
wards. When executing a B-line stall, we recommend watching your
canopy – whilst always keeping an eye on your height above ground, so
that you are able to exit the manoeuvre at the correct time.
The B-line stall is released by simultaneously raising your B-risers
back to their normal fying position. I they are released too slowly, an
unintended consequence can be a parachutal stall (see the section on
parachutal stall).
The brakes should remain in your hands the entire duration o the
manoeuvre and no additional wrap should be taken. When exiting the
B-line stall it is important that the brake is completely ree so that the
wing can ully accelerate to trim speed.
3) Spiral dive
The spiral dive is the most demanding descent technique and should
be learned at great height, preerably during an SIV/pilotage course.
The manoeuvre has two phases:
First the pilot weight-shits into the turn and then uses the inner
brake to induce an ever tightening turn (note: do not jerk the brake, but
pull it smoothly and continuously). With increasing acceleration, there
will be a moment where the G-orces rapidly increase and the nose
o the glider begins to point to the ground until (during a successully
perormed spiral dive) the nose is nearly parallel with the ground. At
this point the wing will reach sink rates o 20 meters per second (m/s)
or more.
In thermals, in addition to the inner brake, we recommend lightly
braking on the outside as well – this helps to control bank and speed
o rotation, i.e. you get better eedback rom the wing. Additionally
this increases the stability o the wing tip. Tight, controlled turns and
smooth direction changes need practise but should be a skill all pilots
have mastered.
Please note: i the paraglider is no longer steerable using the brake
lines (or example i they have become tangled) then the wing has
limited steering capacity through the C-risers.
This, in combination with weight-shit, still allows reasonable turn
correction. Using this technique also permits a sae landing. The
C-risers should not be pulled so hard that they cause the wing to stall.
Landing
Landing the MENTOR 6 Light is very simple. In turbulent conditions
it is advisable to make your approach whilst pulling a little brake in
order to increase stability and to increase the eeling or the wing‘s
movement.
Immediately beore touchdown the brakes should be pulled hard –
even to the point o stall.
Rapid descent techniques
To quickly lose height, we recommend three possible manoeuvres.
We have ordered these by degree o diculty:
1) Big ears
To use big ears, both outer A-lines (tted on a separate riser – split
A-risers) should be pulled down simultaneously. The brake handles
(without an additional wrap) remain in your hands. As long as the lines
are held down the wingtips remain olded and this increases the sink
rate.
I the speed bar is used as well, this increases sink and speed. This
also equalises the higher angle o attack caused by the increased drag
o the ears. With »big« big ears (i the A3 line is pulled urther), it is
necessary to use the speed-bar to avoid the angle o attack becoming
critically high.
To release the ears, release the A-lines ully and allow them to return to
their normal fying position. I the ears do not open automatically, the
pilot can use a quick, sharp tug on the brakes to assist the opening.
Please note: a ull stall
– i initiated too early –
can lead to heavy lan-
dings or even serious
accidents. Thereore
the brakes should
only be pulled ully
immediately beore
touching the ground
(<0.5 meters).
!

_63 _EN_62
In conclusion: it is essential to practise this manoeuvre gently and in
stages. The exit must be controlled. Important saety inormation:
• i the pilot wishes to reduce the spiral or rotational movement, it is
recommended that the rst action is to pull the outside brake, rather
than to release the inside brake;
• the pilot must be aware o the physical demands o rotation (vertigo)
and acceleration (g-orces).
• i the pilot weight-shits to the inside o the rotation, the wing may
lock into the spiral;
• because o the ast descent rate, the pilot must constantly monitor
the height above ground and exit the spiral in good time.
C-line stall
This manoeuvre is occasionally recommended as a descent technique.
It is instigated by symmetrically pulling the C-risers. The wing loses its
orward momentum and begins to descend. This manoeuvre is basically
possible, but should only be practised with a qualied instructor.
Collapses
Asymmetric collapses
When fying into strong turbulence, one side o the paraglider may
collapse. This happens because the turbulence causes the angle
The acceleration can be more than three times gravitational orce
(>3g). The pilot must be aware o these orces.
Beore learning to spiral, pilots should practise controlled exits rom
steep turns. These exits are perormed by using the outer brake, whilst
the inner brake initially remains in the same position. The outer brake
is pulled until the rotational movement slows. To achieve a smooth exit
without pitching orward, the outer brake must be released more as
soon as the wing starts to level, i.e. as soon as the wing is no longer
horizontal.
The actual spiral dive – as outlined above – only occurs ater the above
described transition phase, i.e. the diving o the wing. At this moment
the pilot is pushed outwards in his harness. The pilot should release
the pressure to avoid the wing locking into the spiral.
Then the sink rate can be varied using the inner and outer brake.
I the pilot’s weight remains on the outside, releasing the inner brake is
sucient to continuously slow the rotational movement o the glider.
Exiting the spiral is then perormed as described above.
I the pilot strongly weight-shits to the centre, the glider may lock into
the spiral, regardless whether the brakes have been released. In this
case symmetrical braking or braking on the outside may help, as well
as weight-shiting to the outside.
These physical
demands can be
simulated in a g-orce
trainer. We recom-
mend such g-orce
training to all pilots.

_65 _EN_64
collapse the wing tips as well. This is only pertinent to non-accelerated
rontal collapses. Due to the increased energy in accelerated rontal
collapses, the wing tips usually old themselves inwards. This means
an induced, accelerated rontal collapse is easier to manage than a
rontal collapse at trim speed. Generally a quick, symmetrical pull o
the brakes, which are immediately released, will hasten the reinfation
o the collapse.
Stalls
Spin
I the pilot brakes one side o the glider too much, a spin will result.
In a conventional turn, the axis o rotation is remote rom the wing.
When a wing spins, the axis o rotation moves within the wing span.
The over-braked side o the wing slides back.
The correct pilot reaction is to immediately release both brakes. Occa-
sionally it is necessary to stop the canopy pitching orward.
Full stall
I both brakes are symmetrically pulled too ar, a ull stall will result. This
means that the wing loses its orward momentum, whilst the pilot con-
tinues to travel orwards. From the pilot’s perspective it eels like the
wing alls backwards. At this moment it is essential that the brakes are
not ully released as there is a risk that the wing will dive – potentially
underneath the pilot.
The available brake travel up to the stall point depends on the size o
the wing:
• 57 cm or the MENTOR 6 Light XXS
• 61 cm or the MENTOR 6 Light XS
• 63 cm or the MENTOR 6 Light S
• 67 cm or the MENTOR 6 Light M
These gures give a rough indication. Their inclusion in this manual is
required by EN 926. In turbulent air, a stall may occur markedly sooner
or later than these gures indicate. Thereore these gures only have
limited signicance.
o attack on that side to decrease to the extent that lit is no longer
generated, the lines de-pressure and the wing collapses.
Such a collapse normally only aects a small part o the whole span
and the wing will not react signicantly. During larger collapses which
aect 50 percent or more o the span, the wing will clearly react: due
to the increased drag o the collapsed side, the glider will begin to turn
towards that side. Simultaneously the wing will pitch orward because
o the reduced area carrying the wing loading, i.e. because this causes
that side o the wing to accelerate.
The pilot can prevent this turn and orward pitch by braking the un-
collapsed side o the wing. Braking the uncollapsed side is essential,
especially near the ground. This manoeuvre should be practised with
induced collapsed at height, preerably during an SIV/pilotage course.
Frontal collapse
A rontal collapse is also a consequence o turbulence. Unlike an
asymmetric collapse, during a rontal collapse the whole leading edge
olds downwards.
All our paragliders open automatically ater rontal, as well as asym-
metric collapses (as stipulated in the certication standards). To speed
up the re-infation o the leading edge ater a rontal collapse, we
recommend a very short stab o both brakes. It is important to then
release both brakes completely. During an induced rontal collapse
using the A-risers it is dicult to also collapse the wing tips because
the outermost A-attachment points are tted to the stabilo line or the
B-riser (see line plan, page 79). Only the centre o the wing collapses
and the wing tips continue fying. In an extreme case this could lead
to a cravat. I this behaviour is observed (i.e. that the wing tips do not
collapse and fy orwards), this can be resolved easily with a quick
symmetrical pull on the brakes. As mentioned above, it is very import-
ant to immediately release the brake again.
This wing behaviour only aects rontal collapses induced by pulling
the A-risers. To avoid this behaviour during induced collapses, we
recommend not just pulling the A-risers diagonally downwards,
but pulling them simultaneously inwards. This makes it possible to
A ull stall is a
complex manoeuvre
and an explanation o
its correct execution
is beyond the scope
o this manual.
Anyone wishing to
learn this manoeuvre
should undertake an
SIV/pilotage course.
I the open side is
braked too much the
glider may spin – see
the section on spins.
!
!

_67 _EN_66
dive which either requires great eort or in some cases it is actually
impossible to exit. It is essential to prevent this rotation.
2. Open the cravat by pumping the brake: A hearty pull o the brake
on the tangled side may release the cravat. A timid pull o the brake
rarely works.
3. Pull the stabilo line: I a pull o the brake line is unsuccessul, pulling
the stabilo line may work. The stabilo line is the outermost line on
the B-riser and is green in colour.
4. Collapse the cravatted side: Collapsing the tangled side by pulling
the A-risers may be eective.
5. Full stall: A pilot who has mastered the ull stall manoeuvre has an
eective method o releasing a cravat.
6. Parachute: Throw your reserve parachute without delay i you have
lost control o your wing and you are unsure whether you have su-
cient height or urther recovery attempts. I possible, stabilise the
wing by using opposite brake until the parachute is ully open.
Make a habit o mentally rehearsing throwing your parachute by, or
example, practising putting your hand on the parachute handle during
fight. This is useul preparation should the worst happen.
Many clubs or schools oer an opportunity to practise throwing your
reserve parachute on a zip line. The most eective practise is obviously
actually throwing the parachute during an SIV/pilotage training.
Parachutal/deep stall
A parachutal or deep stall is dened as fight without orward
momentum and with a large sink rate. All our paragliders automatically
recover rom a parachutal stall so long as the brakes are released, the
wing is in an airworthy condition and the pilot fies within the operating
limits o the glider.
I the wing is porous or its lines have been altered to the extent that it
is no longer airworthy, then the risk o deep stall is increased. A wet or
icy canopy also carries an increased risk o deep stall.
I a danger situation occurs (or example, unexpected rain) then any
manoeuvre with a high angle o attack should be strictly avoided. This
includes big ears (without speed bar), B-line stall as well as using a
lot o brake. I the fying conditions permit, using a little speed bar is
advisable.
In the case o a deep stall, the speed bar should be utilised. The wing
should then return to normal fight. I this is not the case, we recommend
pushing the A-risers orward.
Alternatively, it is possible to recover rom a deep stall with a quick,
symmetrical tug on the brakes which allows the canopy to pitch back-
wards. The subsequent orward pitching returns the wing to normal fight.
During a parachutal stall close to the ground it is important to judge
whether there is sucient height or the wing to recover rom this
oscillation. In this case, a (hard) landing in parachutal stall is preerable
to landing while the wing is still in pitching orwards or backwards.
Cravats
I a part o the wing is so tangled in the lines that it cannot ree itsel
(possibly ater a collapse), it is reerred to as a cravat. This occurrence
cannot be discounted on any model o paraglider.
In the case o a cravat, we recommend the ollowing:
1. Brake on the opposite side: In the same way as during an asymmetric
collapse, the wing will try to turn in the direction o the cravatted
side. I the pilot does not use the opposite brake (on the open side),
then the rotation o the wing can quickly turn into a locked-in spiral
Please note: i the
brakes are pulled or
longer than a quick
tug, the wing will go
into a ull stall!
!
Many pilots hesitate
too long to throw
their parachutes or
they ail to use it
completely. Utilising
your rescue para-
chute is preerable
to being under an
uncontrollable wing.
!

_69 _EN_68
Care and maintenance
With care and careul handling, a paraglider can remain in a technically
perect state or many years – even i used intensively. An exception to this
are lightweight paragliders which degrade more rapidly with intensive
use. We recommend the ollowing:
• The wing should not be unnecessarily exposed to UV radiation, or
example i let or a long time in direct sunlight on take-o or landing.
• When olding the glider it is advisable not to bend the rods in the
leading edge.
• I the wing is wet or even only damp when being packed, it should be
ully dried as soon as possible. Storing the glider damp can lead to
permanent damage.
• When landing or groundhandling, try to avoid hitting the leading edge
hard on the ground. This can lead to damage.
• The lines should be protected rom dirt and sharp rocks. Never step
on the lines i on stony ground.
• Over a period o time, dampness in combination with dirt can lead to
lines shrinking and the glider going out o trim.
• Salt water (including sweat) and sand damage lines and sail cloth.
This has a negative eect on their durability and strength.
• Do not drag your wing across the ground – particularly not the rods
in the leading edge.
Packing the glider
Keep it simple! NOVA paragliders can be stored in a concertina bag,
but it is not essential (we haven‘t ound that concertina bags prolong
the lie o the wing). I in a hurry, they can be stued into the inner bag
(but please don’t store them like this in the long-term!).
To us, paragliding
means reedom.
And reedom means
not having to deal
with complicated
equipment.
We use the conventional packing method or our own wings: lay the
wing fat with lines on top and then old towards the middle. The cell
openings should be in line and can then be used as a reerence. Then
old, rather than roll, the glider as this improves the comort when
carrying it in the glider bag. When olding the wing, please ensure that
the rods in the leading edge are not bent. This simple and comortable
packing method is made possible by our conservative use o rods –
they are only used in the prole nose.

_71 _EN_70
Storage
It is best to store paragliders in a dry place, away rom direct sunlight.
Permanently storing the wing at high temperatures (or example, in a
car during summer) should be avoided. The wing should not be tightly
packed when stored or long periods. It is preerable to leave it more
loosely packed in the inner bag.
Cleaning
To clean the canopy, use only water and a sot cloth/sponge (no deter-
gents!).
Remove sand, dirt or little stones rom the inside o the canopy. Sand
is abrasive and this accelerates the aging o the wing. To remove dirt
rom the trailing edge, we have tted Velcro to the ends o the wing
tips. Open this to shake out unwanted dust/dirt.
Repair
Repairs should only be perormed by the manuacturer or authorised
service centres. A list o authorised service centres can be ound at
our web site at:
nova.eu/en/try-buy/
Exceptions are replacing lines, the repair o small tears (up to 5 centi-
metres which do not require stitching) or holes in the sail cloth which
can be xed with original NOVA repair tape (supplied with the glider).
Spare parts, like additional repair tape or replacement lines, are
available rom authorised service centres or directly rom NOVA.
Disposal
The synthetic materials used in the construction o a paraglider should
be responsibly disposed o. When you wish to dispose o your glider,
please return it to NOVA or to your local NOVA partner, where it will
be dismantled into its individual components and properly disposed o.
Service and guarantee1
Ater purchase, please register your wing within 14 days in our data-
base: my.nova.eu ↗
Registration is required i you wish to take advantage o our extended
warranties and guarantees. More inormation on our warranty and gu-
arantee terms and conditions can be seen here:
www.nova.eu/en/guarantee-conditions/
Our services
Optimise your wing.
Through use, paraglider lines shrink or stretch. Generally, A and
B-lines stretch, whereas C-lines shrink. As a result the wing fies
slower and the handling is less agile. All lines are subject to
shrinkage – regardless o which material they are made rom or which
manuacturer produced them.To ensure your complete fying un and
your saety, we developed NOVA Trim Tuning (NTT)
2
with the help o
paragliding instructor and mathematician Ral Antz.
Ater 15 to 20 Operating hours this stretching or shrinking is basic-
ally complete. We recommend that you then immediately send
the wing to us or an authorised partner.
We will measure all the lines, analyse the trimming using special
sotware and then put your wing back to its optimal fying condition.
I you take the opportunity o this service, you will benet rom the
3 Years No Full Service Required: ater the NTT your wing only needs
to be checked again three years ater the date
o purchase (provided you do not exceed the number o
Operating hours stated in the manual).
1
The guarantee and service provision is limited, subject to conditions and not oered to
the same extent in all countries. Detailed inormation is available can
be seen here: www.nova.eu/en/guarantee-conditions/
2
The warranty is only included in the purchase price in selected countries and,
i included, may only be redeemed in the country o purchase.
MY

_73 _EN_72
Full our year warranty.
For additional peace o mind, we guarantee your paraglider or a
urther three years as standard. This guarantee covers
material as well as workmanship.
I your NOVA Trim Tuning and a NOVA Full Service was completed by
an authorised NOVA partner, 4 Years On Materials comes into eect
and this extends the guarantee to our years.
I we are unable to repair the problem, we will deduct the current
value when you purchase a new NOVA paraglider.
More than a check.
When it comes to checks we are very particular – that’s why we don’t
just call it a check, but a NOVA Full Service. We check all the details
o the paraglider: porosity, line lengths, correct trimming, etc.
With our in-house developed sotware package, the Quality
Assurance Database (NOVA QAD), the person servicing the wing can
view previous checks. You too can view your glider’s service history
– which is obviously protected by a password.
Like during the NOVA Trim Tuning, the person servicing the glider will
measure all the lines and eeds the data automatically into the
diagnostic sotware. Using the measurements, the sotware
calculates the sail trim and suggests possible trim corrections.
These are evaluated by the person servicing the glider and
then implemented through loops at the carabiners.
All measurement and check data is held centrally and we can
download and analyse this data at any time. This allows us to
determine how, in what distribution and to what extent the lines go
out o trim. Using this data we can draw conclusions and
improve our know-how on lines or uture gliders.
As a technical and innovative company we are always concerned
with urther development and saety.
Complete protection included.
NOVA Protect oers complete protection or your paraglider: your
wing is covered once or accidental damage during one year ater
registering the glider at myNOVA (please note: there is a 50 euro
+VAT excess
3
). We will repair tears, replace lines or panels.
I your wing is irreparably damaged, we will deduct the current value
when purchasing a new NOVA paraglider.
This means we oer a unique service which gives you the security
that– i the worst should happen – the anguish over a damaged new
wing is reduced. Every new NOVA wing is covered by NOVA Protect.
The only condition is the one-o product registration at myNova.
3
This service covers damage incurred because o an accident while fying. Damage in
other circumstances, personal injury, thet or other loss are excluded rom this policy.
The three-year-no-worry oer.
Imagine two years have passed and you have to do your 2 year check.
Then fy a wing rom NOVA! I your wing has had the NOVA Trim
Tuning, then we will extend the period until the next service check
rom two to three years (rom date o purchase) – provided you do not
exceed the number o Operating hours beore a service is needed, as
stated in this manual. The extension o the interval beore the next
service is due allows you to concentrate on what you enjoy: the fying.
We at NOVA wish you great fights!

_75 _EN_74
Everything available, anytime.
To us, a paraglider is more than just a ew kilograms o plastic. We
breathe digital lie into it. Registration at MyNOVA is its birth certi-
cate; and the service data or its entire lie is collected in our Quality
Assurance Database. For the ollowing two reasons our long-run-
ning system is not only practical, it is also vital or continuing quality
assurance:
Firstly, thanks to a user account our clients have unlimited access to
all their important data – or example, the NOVA Full Service log, Trim
Tuning data or even a change o owner.
Secondly, we gain a deeper insight into the durability o the material
and lines through the collection o this data. This helps us inorm our
clients quickly in case o problems. Also, it helped/helps us to decide
which materials are most suitable or everyday paragliding. It assists
us to keep producing better paragliders.
NOVA approved service centres also have access to the database.
The person responsible or the service can gain inormation on the
wing beore even opening it up. The Quality Assurance Database
thereore improves the knowledge transer – in the interest o our
customers.
All the service and
guarantee conditions
are linked to terms
and conditions.
Details on our ser-
vices are available at:
www.nova.eu/en/gua-
rantee-conditions/
Particulars and exceptions
Subsequent check intervals are two years unless the checker
species one year due to the questionable condition o the glider.
We also recommend annual checks i the glider is used in areas where
it is exposed to a lot o stress/adverse conditions: in very sandy or
rocky areas, salty sea air and i the wing has been in contact with
salt water. Anyone who regularly fies aerobatics should submit their
glider or an annual check. In this case, there is an even greater
responsibility on the pilot to regularly check the wing or damage.
Regardless o the above specied deadlines, the paraglider must be
inspected no later than 100 fying hours or 200 launches, whichever
comes rst.
The NOVA Full Service is conrmed with an ocial stamp. Failure to
comply invalidates the airworthiness. You can nd authorised service
partners on our website:
www.nova.eu/en/try-buy/
Gliders used or
commercial purposes
(school gliders,
tandems) must be
checked annually.

_77 _DE _EN_76
Technische Daten | Technical data
TYP TYPE XXS XS S M
Anzahl Zellen Cells m 59 59 59 59
Projizierte Spannweite Proj. wingspan m 8,5 8,9 9,4 9,8
Projizierte Fläche Proj. surace area m
2
18,2 20,2 22,2 24,2
Projizierte Streckung Proj. aspect ratio 3,9 3,9 3,9 3,9
Ausgelegte Spannweite Flat wingspan m 10,8 11,4 11,9 12,4
Ausgelegte Fläche Flat surace area m
2
21,5 23,8 26,2 28,5
Ausgelegte Streckung Flat aspect 5,43 5,43 5,43 5,43
Leinendurchmesser Line diameter mm 0,5/0,7/0,8/0,9/0,95/1,2
Leinenlänge Line length m 6,4 6,7 7,1 7,4
Max. Proltiee Max. prole depth m 2,46 2,59 2,71 2,83
Gewicht Weight kg 3,55 3,90 4,20 4,50
Zulässiges Startgewicht* Certied take o weight* kg 60-80 70 - 90 80 - 100 90 - 110
Zulassung (EN/LTF) Certication (EN/LTF) B B B B
*) Pilot inkl. Ausrüstung und Flügel | Pilot incl. equipment and wing
Technische Änderungen vorbehalten | Subject to change without notice
A1-Gurt/riser
A2-Gurt (Ohren anlegen)
A2-Riser (ears)
B-Gurt/riser (B-Stall)
C-Gurt/riser
Einhängeschlaue
Main suspension loop
Leinenschloss/maillon
Bremsgri/Brake handle
Übersicht Tragegurt
Overview risers
Brummelhaken/Brummel hooks

_79 _DE _EN_78
1
2
3
45
6
7
Übersicht Schirm
Overview glider
1
2
3
4
5
6
7
Stammleinen / Main lines
Gallerieleinen / Gallery lines
Untersegel / Bottom sail
Zellönungen / Cell Openings
Obersegel / Top sail
Hinterkante / Trailing edge
Typenschild / Nameplate
Leinenplan / Line plan
Impressum | Imprint
Fotograe | Photography: NOVA, Mario Eder, Peter Gebhard
Änderungen, Druck- und Satzehler vorbehalten | Changes, print and typographical errors reserved.
Die aktuellen Leinenmaße sämtlicher
Größen ndest du au unserer Website
in der Online-Version des Handbuchs.
The current line measurements o all
sizes can be ound in the online version
o the manual, which is available rom
our web site.