PRO-DESIGN JAZZ User manual

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OWNERS MANUAL
FOR THE JAZZ
INDEX
(1) GENERAL DATA
- Introduction
- Technical Information
- Trimming and Adjustments
- Safety System
(2) FLYING PRECAUTIONS AND CONTROLS
- Pre-Flight Checklist
- Launch
- Flight
- Flight with Speed-System
- Making Turns
- Landings
- Tow Launching/Motorized Flight
(3) CRITICAL FLYING SITUATIONS
a) Tucks and Recovery
- Asymmetric Tucks
- Big-Earing
- Frontal Tucks
- Central Tucks
b) Stalls
- Deep Stall
- B-Riser Stall
- C/D-Riser Stall
- Full Stall
- Spins
(4) MEANS TO DESCEND AND RATES OF DESCENT
(5) MAINTENANCE AND REPAIRS
(6) DRAWING/TECHNICAL DATA
(7) JAZZ SPEED-SYSTEM
(8) APPENDIX
- Notes
- Usability
- Test Flight Certificate
- Line plans
(according DHV Feb. 24th, 2003)

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(1) GENERAL DATA
INTRODUCTION
Congratulations, you are now a proud owner of a state-of-the-art glider. We are pleased to welcome
you among the number of discerning PRO-DESIGN pilots. Extensive development work using the most
modern methods and thorough tests make the JAZZ a user-friendly and safe paraglider without
neglecting performance and fun of flying. To facilitate more speed the JAZZ is equipped with a special
Speed-System. For flying more comfortably we recommend the use of a harness out of the current
PRO-DESIGN range. Of course, you can fly the JAZZ with other kinds of certified paragliding
harnesses as well. But in such cases take notice of the suitability (see chapter Technical Information).
Please read this manual carefully before flying your JAZZ. Besides the choice of optimum equipment,
paragliding demands caution, sense of judgment and theoretical knowledge, which you can only
acquire and develop in recognized paragliding training programs. Paragliding can be a dangerous sport
and lead to injury, disability or death. Do not fly in strong turbulence and winds as these could cause
uncontrolled and critical flying situations and lead to crashes. If you have any doubts about weather,
wind or terrain, do not launch!
During production and before delivery we check each paraglider precisely and your dealer test flies it
too. A note on the technical data label on the glider as well as the filled test flight certificate in this
manual confirms this. Make sure your canopy was test flown before your first launch, otherwise please
contact your dealer!
If you still have any questions when reading this manual, call us, we'll be pleased to help you.
We wish you many pleasant flights on your JAZZ!
PRO-DESIGN
TECHNICAL INFORMATION
The JAZZ has been developed for self-launching, but not for tandem flying. The JAZZ has been tested
by the DHV (German Hanggliding Association) and has successfully passed all load- and flight tests.
The test results confirm that in a broad field of normal and abnormal flying conditions the JAZZ proves
to be stable and airworthy. Please always consider the fact, that in turbulent conditions any paraglider
can tuck partly or completely. So never fly in these conditions!
CAUTION! - The Speed-System provides more speed by reduction of the angle of attack. Therefore
the canopy tucks more easily. Do not fly accelerated near the ground but ensure that you have a good
safety margin of altitude when using the system!
The use of harnesses: Only use certified harnesses with DHV category GH! In case of uncertainty
please contact PRO-DESIGN.
TRIMMING AND ADJUSTMENTS
Factory standard line adjustment allows a trim speed of approximately 37 km/h (depending on the
pilot's weight and mainly on your speedometer). The adjustment of the brake lines is correct if the lines
come tight when the brake handles are pulled down approx. 10 cm from the block. In this state of
tuning the JAZZ has been tested by the DHV. In extreme situations other tunings could cause different
reactions of the paraglider. Always keep the brake handles in your hands so you can react at any
moment to changing conditions (possibly you may take even both handles in one hand). If you fly the
JAZZ with a PRO-DESIGN harness you should keep the adjustment of the brake lines unchanged. In
case you fly with another harness refit the brake handles if necessary by adjusting the line length
accordingly.
CAUTION ! - If you have any doubts concerning the brake lines it is best to adjust them rather too long
since you can always shorten them by winding the line around your wrist.
SAFETY SYSTEM

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It is a matter of course, that an optimum equipment is essential for every paraglider pilot. You should
always wear high ankle support boots, helmet and gloves. Pay attention to warm clothing (even in
summer it can get very cold at high altitudes). In case of extreme atmosphere conditions, mid-air
collision or any material damage, a reserve system can safe your life. We strongly recommend to fly
with a reserve system under all circumstances!
ATTENTION! - In case of uncertainty whether you should fly or not, never take any risk simply because
you fly with a safety system (i.e. do not take off!). No safety system can guarantee 100% protection
under all conditions. At worst, releasing the safety system can cause entanglement of the lines or other
complications, possibly both systems could fail by inappropriate interaction.
(2) FLYING PRECAUTIONS AND CONTROLS
PRE-FLIGHT CHECKLIST
1. Check the canopy for tears or damage, especially the seams, where the ribs join the upper and
lower wing surface. Check the line- and brake line connections as well.
2. Check the lines for damage, especially the condition of the stitching. It is important to check the lines
and brake lines to clear entanglements. The line lengths should be rechecked after every 25 hours of
airtime or if anything unusual should occur in the reactions of your JAZZ.
3. Check the risers and rapid links for perfect condition.
4. Check the knots which connect the brake handles with the brake lines. They brake lines must not
get caught anywhere.
5. Check your harness for wear or other damages. In case of a hard landing, check your harness
outside as well as inside carefully, especially the seams and webbing’s.
6. Check if the reserve system is correctly attached or integrated to the harness. Check the proper
operation of the releasing mechanism.
7. Check the carabiners. They must be hooked in correctly and locked before take off!
LAUNCH
Use only suitable launch sites which allow a safe abort if necessary. After the thorough pre-flight check
of the canopy according to the check list above, position your JAZZ in an arch layout and make sure,
that all the cells are open. In case of a stronger wind we recommend not to unfold too much, so you
are not overpowered during inflation.
- forward launch
To be carried out under all wind conditions except strong winds. Inflate the canopy by pulling on the
A-risers, keeping B-, C- and D-risers in the arm bow, pull up the canopy dynamically.
CAUTION! - On the A-risers there are additional lines mounted which are connected to the outermost
A-lines. When grabbing the A-risers, take these lines into your hands too in order to avoid possible
entanglements (further comments please see chapter Big Earing).
The stronger the wind the less of a run you will need to launch. As soon as the canopy is above you, let
go off the A-risers. Now a quick visual inspection of the canopy is very important to check if it has
inflated properly, otherwise do not launch (abort and try again!).Then run for a perfect take off. In case
of light wind you will take off more easily if you slightly pull the brake lines. After take off let go brake
lines again to reach full flying speed.
- reverse launch
This is the method for stronger winds. Please note, that in strong wind conditions you may need an
experienced person to assist and that you can easily lose control in a gust. If you feel, that the wind is
too strong, pull one or both brake lines to decrease the pressure on the canopy; or pull on the back
risers to avoid drag back.

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FLIGHT
Basic advice: Always fly at safe altitude! The JAZZ has its best glide ratio with brakes up. Minimum
sink rate is achieved with brakes slightly pulled. In turbulence you can prevent tucks by braking
slightly. Forward pendulum movements of the canopy can be countered by braking, backward
pendulum by letting the brakes go.
FLIGHT WITH SPEED-SYSTEM
The JAZZ Speed-System consists of:
a) adjustable 4-riser-system
b) pulleys (do not come with the glider; they are part of the PRO-DESIGN harness)
c) foot stirrup
Adjust the Speed-System that you reach full acceleration with straight legs. Never use the Speed-
System in turbulent air or near the ground, because reduction of the angle of attack decreases the
stability of the canopy despite its higher speed.
ATTENTION! - At any disturbances of the canopy (any kind of tucks) the Speed-System has to be
released immediately (releasing the stirrup) so that the canopy can recover properly.
The JAZZ Speed-System accelerates for approx. 14 km/h at full range. The system shortens the A-
risers relative to the B-risers which adds speed at the cost of stability. Due to the mechanic of the
Speed-System the A-riser reduction is concentrated near full range, allowing the pilot to carefully adjust
the speed versus stability in this area a lot.
MAKING TURNS
Pull down brake on the side towards which you want to turn. To reduce sinkrate, also pull outside brake
slightly.
You can also make turns by weight shifting in your harness. The looser the chest strap (cross-braces)
of your harness the more effective is your weight shifting.
BEWARE! - In extreme situations (e.g. strong and large asymmetric tucks) a too loose setting of the
chest strap could delay reinflation of the canopy. You have best setting if the distance between
carabiners is not more than 35cm.
An optimum technique for making turns is the combination of pulling the brake lines and weight-
shifting. An emergency method for making turns (e.g. damaged brake lines) is by either pulling one A-
riser slightly (beware of tucks) or pulling on a back riser (beware of stall). We recommend not to use
these methods under normal conditions.
LANDINGS
Whenever possible walk your landing field first to assess hazards and wind! Plan for landing with
sufficient height! That way you avoid stress situations and have time to check wind direction and watch
other gliders approaching. The final approach should always be against the wind and with open brakes
to keep the paraglider steerable. In case of turbulence you should fly with slightly pulled brakes to avoid
tucks. To land feet first, move to an upright position in your harness in time (latest 5 m above ground)
for the final approach, otherwise you could land on your back and get hurt. Approx. 2 m before
touching the ground, pull both brakes totally to reduce speed for a soft landing. In case of head wind
you need not pull the brakes very much for a soft landing (top landing especially). If there is no wind or
wind from the back you have to pull the brakes more strongly.
ATTENTION! - If you pull too much on the brakes at an too high altitude your glider could stall and
cause you to fall backwards (especially with strong head wind)!

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In case of strong winds on the ground, take wind and pressure out of the canopy by pulling in the brake
lines totally or pulling on both back risers. Never use the Speed-System when landing!
TOW LAUNCHING/ MOTORIZED FLIGHT
The JAZZ is suitable for tow launching and flight with rucksack motor. Please make sure about the
particular law situations in your country!
ATTENTION! - The JAZZ is not suitable for skydiving!
(3) CRITICAL FLYING SITUATIONS
In this section we describe flying situations which you may cause either intentionally (for training) or
which are caused by piloting error or turbulence. Every pilot who flies in turbulence once will be
confronted with these flying situations. So prepare yourself and ask your paragliding school for
instruction. Special safety-courses above water are available. Acquainting yourself with critical flight
situations increases your safety considerably. Enough altitude and a safety system are imperative!
ATTENTION! - All described critical flying situations are dangerous when exercised without adequate
knowledge and sufficient altitude above the ground. The description of the maneuvers is according to
the DHV. You cannot expect any paraglider to always behave according to the DHV rating. Even little
differences in pilot input and different weather conditions can lead to a much worser behavior of the
paraglider and even result in a crash. Do not forget, that all disturbances of the canopy result in
increased sinkrate.
Aerobatics are not allowed!
a) Tucks and recovery
We recommend that you always keep firm hold of the brake handles, or even fly with your hands
through the handles, so you can react to critical situations immediately.
CAUTION! - If you fly with your hands through the brake handles you could lose important time in
releasing the rescue system.
- ASYMMETRIC TUCKS
These tuck situations happen most and are caused by turbulence, strong thermals and rotor.
ENTRY INTO THIS SITUATION
Intentional entry into this situation: Let go of the brake on the side you want to tuck and keep the other
brake in your hand. Pull slowly down the most outside A-line until the side part of the canopy tucks.
The canopy tucks at most if you pull the A-riser quickly. In consequence the major part of the front
tucks and the glider turns very fast toward the tucked side and enters a spiral dive. If you have a
harness without cross braces or if they are adjusted loose you fall toward the tucked side and intensify
rotation of the glider.
RECOVERY
Generally the JAZZ will quickly reinflate itself. If the pilot reacts correctly, recovery will be faster and the
loss of altitude is less. Pull the brake line of the opposite side of the tucked canopy to stop rotation
and regain stability. Turn away from the terrain to gain height above ground.
IMPORTANT! - Always stop rotation first before reinflating the tucked part of the canopy. Once the
glider is stabilized, reinflate by pulling the brake line of the tucked side, if necessary (f.e. in case of
entanglement) several times firmly (pumping).

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- BIG EARING
ENTRY INTO THIS SITUATION
Grasp the outermost A-lines to proceed with Big Earing. To easily reach the lines in flight and relieve
this maneuver, additional lines are mounted to the A-risers which are in connection to the outermost A-
lines. Pull down these both lines at the same time. The more you pull, the more surface tucks (and the
more you sink).
RECOVERY
Generally the JAZZ reinflates itself as soon as you release the A-lines. You can speed up the recovery
by braking slightly. In case the lines get entangled, pump them free.
- FRONTAL TUCKS
ENTRY INTO THIS SITUATION
Grasp the A-risers at about the position of the rapid links. Now pull them down until the whole front of
the canopy tucks (the more you pull the bigger the tuck).
RECOVERY
Generally the JAZZ recovers itself as soon as you release the A-risers. You can speed up the recovery
by braking. In case of entanglement of the lines, pump them free.
CAUTION! - If you keep the A-risers pulled down for too long, the canopy can bend in the middle and
the side parts move forward. The canopy now looks like a horseshoe and can keep stable in this shape
for a while or even continuous. Recovery see chapter 'Central Tucks'.
- CENTRAL TUCKS
ENTRY INTO THIS SITUATION
Grasp the innermost A-line on the left and right side. Now work your way up until you have enough
lines to pull in without pulling the A-risers. Now pull the A-lines at the same time until the canopy bends
in the middle and the side parts move forward (you have to pull in the lines quite a bit). Be careful that
the A-lines do not entangle. The canopy now looks like a horseshoe and has a high sinkrate with a
slight relative forward speed.
RECOVERY
Let go the A-lines and pull both brakes slightly. Pay attention hat the canopy will open symmetrically.
CAUTION! - It may happen, that after ending the Central Tuck the canopy will enter a Deep Stall.
Therefore end this maneuver at an appropriate altitude and if necessary react as described in chapter
'B-riser stall and C/D-riser stall - Recovery'.
b) Stalls
We distinguish between two causes of stall-initiation - static; the actions are effected slow - dynamic;
the actions are effected fast. Turbulences or abruptly pulling of the brakes can lead to pendulum
movements and in consequence to a change of the angle of attack. In an extreme case, stall can occur
even without having used the brakes.
CAUTION! - In case of stall, all paragliders need a certain time (in extreme cases some seconds) to
regain flight. Stop all stall maneuvers high enough to give the glider time to reach normal sink and
flying speed. The length of the brake lines influences the glider reaction. Too long or too short settings
may lead to deep stall, i.e. the glider will not selfrecover.

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- DEEP STALL
ENTRY INTO THIS SITUATION
Pull slowly both brake lines until the paraglider has no more forward speed. Signs of entry into deep
stall: The internal pressure of the canopy will drop (visual identification: The sail is bending inside
between the suspension lines). The longer you keep the paraglider in this situation the more the
pressure inside the cells decreases. During stall the canopy always remains open! At the very
beginning of the deep stall you have to feel your way to the right position of the brake lines. If you pull
them too much, the canopy falls backwards (beginning of the Full Stall). In this case release the brakes
right away until the canopy is again above you. Do not hesitate too long otherwise the canopy will
reinflate with a sudden forward surge. If you have been waiting too long it is sometimes better to pull
the brakes further to enter a Full Stall completely and exit then as described.
RECOVERY
As soon as you release the brakes symmetrically, the JAZZ regains flight normally. Otherwise proceed
as described in chapter 'B-riser stall and C/D-riser stall - Recovery'.
- B-RISER STALL
ENTRY INTO THIS SITUATION
Go with your hands through the brake handles and grasp the B-risers at about the position of the rapid
links. Now pull down the B-risers symmetrically until the canopy is folding chordwise. Consequently the
paraglider has a high sinkrate with no forward speed.
RECOVERY
See below.
- C/D-RISER STALL
ENTRY INTO THIS SITUATION
Go with your hands through the brake handles and grasp the C/D-risers at about the position of the
rapid links. Now slowly pull down the risers until the paraglider has no more forward speed.
CAUTION! - Do not pull too much, because then the canopy could fall backwards into Full Stall. In this
case release the C/D-risers immediately until the canopy is again above you.
RECOVERY (B-riser stall and C/D-riser stall)
Release the risers rapidly but nevertheless sensitively. To finish B-riser stall do not simply let the risers
go because this could cause overloading. If you release the risers rapidly, the JAZZ usually regains
flight itself. If you do it too slowly, the JAZZ can remain either very long or constantly in deep stall
(losing much altitude, high sinkrate!). In this case to recover sufficient altitude and active pilot input is
necessary. There are 4 possible actions:
1. Pull the A-risers until the canopy regains speed (Caution! - Do not pull too much - Frontal Tuck may
result).
2. Push the Speed-System to regain normal flight.
3. Pull both brakes until the canopy tends to fall backwards. Then immediately open the brakes
symmetrically. Now the canopy has a forward pendulum movement and regains flight (also see chapter
Full Stall).
4. Pull down one brake line. In consequence the paraglider turns and regains flight (danger of spin!).
With mounted Speed-System we recommend point (2) - easiest, best and safest method! – else (1).
Point (4) is for very experienced pilots only!

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CAUTION! - In Deep Stall, braking one side only may cause spins! If you have to land in Deep Stall, do
not touch the brakes near the ground. A reduction of the canopy surface increases the sink speed. (In
Deep Stall the canopy just works as a resistance-body, comparable to a parachute).
- FULL STALL
ENTRY INTO THIS SITUATION
Wind the brake lines around your wrist until the canopy is slightly braked (when your hands are up).
Now pull the brake lines slowly until the canopy falls backwards - right at this moment pull down the
brake lines totally. Press your hands to your body. The canopy comes above you and the side parts
flap forward and backward (the canopy looks like a horseshoe facing to the front). Your sinkrate is very
high and you have no forward speed.
RECOVERY
Release both brakes gently and at the same time. Recovery is likely by itself without a sudden forward
surge.
BUT BEWARE! - If you release the brakes very slowly you could get into Deep Stall. If you release the
brakes slowly and unsymmetrically, this could cause a Spin. If you release the brakes fast the canopy
may surge forward a lot. If you release the brakes fast and unsymmetrically, the canopy could turn
about 90 degrees and tuck hard from the side as well as the wing tips could easily get entangled in the
lines.
- SPINS (FLAT SPIN)
ENTRY INTO THIS SITUATION
From normal flight pull one brake hard and hold it until the canopy goes from a positive into a negative
spin. The paraglider has a high sinkrate and turns fast around its vertical axis. Take care not to get a
line twist, otherwise the brake lines could block. The more upright you sit in your harness the lower is
the tendency for a twist.
RECOVERY
As soon as you release the brakes the JAZZ resumes normal flight in general. Otherwise brake on the
opposite side to stop rotation.
ATTENTION! - As soon as rotation stops you have to release the brake, otherwise you spin the other
way round. Then pull down both brakes until the paraglider tends to fall backwards and then open both
brakes symmetrically.
The Flat Spin is one of the most critical maneuvers and has to be exercised with exceptional care
only. Especially on wings with high aspect ratio and span it easily happens that the wing tips get
entangled in the suspension lines when terminating the maneuver. Possibly such entanglements
cannot be ended by pulling or pumping on the brakes and even may lead to crash (fast positive Spiral
Dive with extreme sink rate)! In case this may happen, a only possible solution may be the execution of
a Full Stall in order to recover. Adequate altitude as well as immediate reaction is imperative. As
mentioned before already, but particularly for this maneuver, it is strongly recommended not to
exercise the Flat Spin above ground and an execution should be confined to a safety course above
water only!
(4) MEANS TO DESCEND AND RATES OF DESCENT
Basic advice: Before you try to descend always fly away from the thermal or area of lift! F.e. it is totally
senseless to ‘fight’ 15 m/s lift with 15 m/s sink rate (which many pilots will not even reach)!

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- BIG EARING
Without or with the use of the Speed-System.
Sinking 3-7 m/sec - recommended and best option!
You can fully steer with only weight shifting in your harness (with loose cross braces)! There are
additional lines mounted to the A-risers to easily exercise this maneuver (see chapter Big Earing
before).
CAUTION! - By pulling in the ears too much (without using the Speed-System) there is danger of Deep
Stall! Incase you want to use the Speed-System in addition, please pull in the ears first and then push
the Speed bar. Never opposite!
- SPIRAL DIVE
Allows fast descent without stalling or collapsing the wing.
Sinking from 5 to more than 15 m/sec.
Disadvantages: The pilot may suffer high G-loads and become dizzy. The maneuver only allows the
pilot to descend vertically, with no horizontal movement. Altitude is required to enter and exit the
maneuver.
Enter the spiral dive by pulling down one brake line slowly. The glider is capable of entering a tight turn
without the tendency of stalling the inside wing. When doing fast spirals, release the inside brake
because very little is necessary to maintain the turn. It is also recommended to keep the opposite
brake pulled slightly to control speed and allow quicker recovery from the spiral. Recovery is usually
made by slowly releasing the inside brake.
CAUTION! - The JAZZ is a dynamic paraglider and it is very easy to reach high speeds, lose altitude
quickly and put high physical strains on the pilot. Exit the spiral dive with sufficient altitude! Attempting
fast recovery could cause the pilot to a forward pendulum, resulting in a quick climb and stall, which
could lead to a forward surge of the canopy and a big collapse! When descending in a spiral faster
than 14 m/sec a stable rotation may occur. This means that with no brake input the glider will continue
to spiral. This tendency is strongly dependent on the harness settings (tight or loose chest strap and
cross brace settings) and on the weight shifting. If you shift your weight into the turn, the glider
continues to spiral. To stop rotation, pull the opposite brake, but be careful not to exit too quickly.
BASIC ADVICE! - Never exercise the Spiral Dive in low altitudes. High sink rate can easily be
underestimated!
- CENTRAL TUCK
Sinking about 3-7 m/sec and a slight forward speed.
- B-LINE STALL
Sinking 5-10 m/sec.
IMPORTANT! - Stop in time and at appropriate altitude for a total recovery from stall, if necessary with
active pilot input! Not as uncritical as often described! (See chapter B-Riser Stall before).
(5) MAINTENANCE AND REPAIRS
Repairs are best made by PRO-DESIGN or an appropriate agent. Tears have to be stitched with
expertise. Sticky back cloth can only fix small tears.
Keep your paraglider dry and store indoors. Protect your paraglider from humidity and sun. UV-rays
lead to loss of strength and damage the fabric. Dry a humid or wet paraglider on a shady place in fresh
air.
CAUTION! - Above all, the worst you can harm your glider is to store it humid or wet. Humidity
(especially when packed airtight) starts a chemical reaction which weakens the connection between
the Nylon fabric and the coating. In consequence the cloth gets soft and delamination of the coating
occurs, i.e. the fabrics gets to much porous in a very short time! If you take care of this matter, your
glider will have a considerable higher lifespan.
Do not expose your paraglider to a temperature of more than 50 degrees Celsius (car!). Such high
temperatures could soften the lines and as a consequence they could shrink and/or lose their strength.
This can be checked by remeasuring and load test only!
It is important to protect your paraglider at all times, particularly during ground handling when most
damage could occur. Never allow the paraglider, particularly in high winds, to bang down onto the
leading edge.
We recommend that you have your JAZZ checked every year, at least after every 100 flights (no
matter how long you have had your wing) and sent to PRO-DESIGN or to an appropriate agent. The

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line lengths must be remeasured after every 25 hours of airtime or whenever the reactions of your
paraglider seem strange. For this, please contact your dealer or PRO-DESIGN.
Clean the canopy with warm water only or soft soap water. Do not use solvents or detergents!
PRO-DESIGN Phone: [phone]
Graf,Hofbauer Ges.m.b.H. Fax: [phone]
Lärchenweg 33 Email: offic[email protected]
6161 Natters www.pro-design.at
Austria

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(6) DRAWING/TECHNICAL DATA
Lines
Risers
Brake Lines
Air Entrance
Cell
Stabilizer
JAZZ S M L XL
Area projected 21,06m² 22,74m² 24,17m² 26,11m²
Area layout 24,13m² 25,81m² 27,4m² 29,63m²
Span projected 8,69m 9,27m 9,56m 9,93m
Span layout 10,9m 11,48m 11,83m 12,29m
Max.chord 2,88m 2,9m 2,99m 3,1m
Aspect ratio projected 3,58 3,78 3,78 3,78
Aspect ratio layout 4,92 5,1 5,1 5,1
No. of cells 38 40 40 42
Weight 4,9kg 5,2kg 5,7kg 6,1kg
Min./max. total load 60-80kg 75-95kg 85-110kg 105-130kg
Min./trim speed 22-37km/h 22-37km/h 22-37km/h 22-37km/h
Max. speed 50km/h 50km/h 50km/h 50km/h
Certification DHV 1-2 DHV 1-2 DHV 1-2 DHV 1-2

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(7) THE JAZZ SPEED-SYSTEM
INSTRUCTIONS FOR INSTALLATION
Install the stirrup onto your harness:
a) Mount guidance gears/pulleys to your harness (PRO-DESIGN harnesses have mounted guidance
gears already, left and right of the seat plate).
b) Lines of the stirrup to be guided through the pulleys.
c) For launching first hook in the risers to the carabiners and second attach the small hooks to each
other - the hooks from the lines of the stirrup to the hooks of the Speed-System.
d) Check the Speed-System for free running.
NOTE! - Before you install the Speed-System to another harness, please contact PRO-DESIGN or
your agent.
Follow our comments we give in chapter FLYING PRECAUTIONS AND CONTROLS! In case you
have any doubts, contact PRO-DESIGN or your dealer.
JAZZ SPEED-SYSTEM
block and tackle
Speed-Hook
guidance gear/pulley adjustable stirrup

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(8) APPENDIX
NOTES
Special and precisely fitting plastics in the quick links
prevent them from getting crosswise and self-opening.
In case of entanglement or exchange of lines, they can
be removed and reinstalled easily.
For a permanent connection of the brake line to the brake handle please use the right knot. See the
drawings for instructions. The standard adjustment of the brake lines shows the mark at the grommet.
From the mark to the end of the line = 25cm.
1) 2) 3) 4) 5)
USABILITY
The JAZZ is an Intermediate-class glider with dynamic handling, high stability and excellent
performance. The JAZZ is also made for those pilots who are not flying permanently, but not willing to
go without performance.
TESTFLIGHT CERTIFICATE
Type: JAZZ .............................................................
serial number: ..............................................................
test flown by: ................................................................
date: .............................................................................
Signature of the pilot: ...................................................
Confirmation of the dealer:
.....................................................................................

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LINE PLANS
changes reserved.