Skywalk SCOTCH.HY User manual
www.skywalk.info
info@skywalk.info
Fon: +49 (0)8641 -6948 40
Fax: +49 (0) 8641 - 69 48 11
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83224 GRASSAU
GERMANY
Congratulations for you choosing to buy the new SCOTCH.HY and placing your trust in
skywalk. We are sure you will enjoy every minute of your ying time. In order to fully
understand how to begin ying your new wing, and increase the enjoyment, we
recommend that you read the instruction book in full.
This way you will be able to get a quick start in the use of your wing, and fully under-
stand all ist ight characterics. The instruction book also offers you quick tips on safe
ying so that your enjoyment will be over a long period of time.
Skywalk is open to any comment or suggestion you may have and you can certainly
voice your opinion to us, using our internet email address, or Fax us.
The skywalk Team is always there for you if you need any further information.
The SCOTCH.HY is a paragliding wing for both motorized ight and normal launches
from mountains using the conventional start techniques without the motor.
HY stands for hybrid, since the SCOTCH.HY is both an excellent paramotor wing as well
as a paraglider wing with very good performance characteristics. That way, and the big
advantage to purchasing this wing, a pilot does not have to buy 2 separate wings.
The SCOTCH.HY is delivered with our special Motorizer (a Riser attachment system)
serially manufacturered, which also includes a Trimmer system with a DHV 1-2 GH Cer-
tication in the weight classication of 90 – 110 kg.
When the Motorizer system is attached while using a motor, the Riser system and
Trimmer can be used to counter balance or offset the torque of the motor and also
increase the trim speed of the wing in ight. The SCOTCH.HY is also certied to 130
kg/150 kg dependent on the size of total weight under the DULV certication.
The Motorizer system is also equipped with 2 separate harness connection points, the
lower connection for free ight when not using a motor, and a second connection point
up the Riser when connecting the wing to a paramotor system and harness.
The high performance characteristics of the SCOTCH.HY allows the pilot to y using
less motor power and offers better gas mileage, to cruise nicely along the landscape.
The wing Cells are equipped and use Diagonal and Parallel reinforcement bands, which
offers an optimal weight distribution across the wing. With our so called „Ballooning“
computer model and design system we compensate for the blow up effect thus crea-
ting a very homogeneous Wing.
The higher surface tension of the upper Wing is a direct correlation of this Ballooning
effect compensation and thus generates among other things, a higher performance.
The optimally adjusted Riser system and connection point to harness uses proper line
thickness and thus less air resistance with a very good wing to weight distribution
reinforcement and support.
The SCOTCH.HY upper wing material at the forward leading edge, uses a special Por-
cher Marine material called 9092E85 with excellent longevity characteristics and com-
bined with our excellent manufacturing technique, a garantee for long life and
extended value.
Therefore, we would like to wish you many long and successful ights. Your equipment
is now ready for use.
To provide you with an optimal line system, we have worked hard to gure out
what is best.
Skywalk works in cooperation with the line manufacterer LIROS, and have selected the
best possible mix of lines.
Using a generous scale of dimensioning, the lines offer exceptionally high
weight load reserves.
The sensible combination of both Technora and Dyneema lines are both robust and of-
fer less air resistance.
Excellent rebounding effect even under extreme weights as well as a minimum of
stretch, are also good characteristics of the line mix. The skywalk SCOTCH.HY is equip-
ped with 3 A-, 3 B-, 3 C-, 2 D- main lines and 1 Stabilo line.
The total line systems is characterised by 2 line systems, the Top line attached to the
wing and the lower main line units attached to the Risers. Each main line system has 3
Top line attachments and is connected to the locking hubs of the risers.
The Stabilator main line with its upper gabeled top line , is attached to the locking hub
on the riser.
The brake lines, which are not a part of the carrier weight, lead to the wings back edge,
and are divided into the main brake line system which is threaded through the brake roll
eyelet attached to the D level riser and brake grip.
In order to better distinguish the Stabilisor line of the A line system, the Stabilisor line is
colored pink to the A main line which is colored Red. The B Line system, , and the main
brake lines are colored Yellow, and all other lines are colored blue.
The main locking hubs of the Riser is triangular and the lines are closed with a rubber
band to reduce line movement.
The SCOTCH.HY uses a 5 riser system. Both of the inner A-Main lines risers lead to the
forward A Gurt, the outer A Lines lead to the back A Gurt, the B Lines to the B Gurt, the
C lines and Stabilator line lead to the C Gurt and the D lines to the D Gurt. Additionally
there is the Trimmer which can be set before ight.
outside of the permissable minimum and maximum certied Start Weight range. >
By Rain, Snowfall, extreme turbulent weather conditions or strong winds. >
Direct into clouds or fog situations where visual ight regulations are hampered >
By Pilots lacking proper paragliding education or experience. >
Every Pilot carries the responsibility for their own safety and must therefore be certain
that their ying equipment (Paragliding Wing and Motorsystem) is in proper ight
maintenance and condition and is serviced maintained.
The skywalk SCOTCH.HY is only permitted to be own where permission is granted
from the legal authorities governing each country.
Your skywalk SCOTCH.HY has already under gone many careful Quality Control checks.
Before leaving the factory for delivery to you, each wing is checked to insure certied
manufacturering tolerances are met.
Number of cells 51 51
Area [qm] 27,5 30,4
Wingspan [m] 12,01 12,57
Aspect ratio 5,2 5,2
Area projected [qm] 23,8 26,4
Wingspan projected [m] 9,63 10,13
Aspect ratio projected 3,89 3,89
Speed Min 23 23
Speed Trimmer closed 42 42
Speed Trimmer open 47 47
Speed Max 53 53
Trimmer closed 90-110kg DHV 1-2 GH 105-130kg DHV 1-2 GH
jet ap Technology ja ja
DULV homologation DULV DULV
Weight range DULV [kg] 90-130 105-150
The Speed system has inuence over the A-,B-C-, and D- risers. In the end positions all
of the riser extentions are of equal length: In total 50,5 cm without the screw lock
connection piece.
With full opening of the Trimmer the Gurt lengths extend in the following manner, B-level
riser 1,5 cm, the C Gurt by 3,7 cm, the D Gurt by 5,5 cm.
If the Speed System is activated then the A,B, and C-riser systems are shortened:
In that way, we allow for ight in the most accelerated speed range.
The SCOTCH.HY has a Trimmer and Speed System.
From starts from a mountain, the trimmer can be connected into the main carabine
lock. If that ist he case, then the certied ranges change depending on the amount of
trimmer used and weight range.
Please refer to the details in the Trimmer Weight Table.
Weight range Trimmer closed and xed
with speedbar
Trimmer open
with speedbar
Trimmer open
without speedbar
Mountain ight
90-110kg
DHV 1-2 GH DHV 2-3 GH DHV 2-3 GH
Motorized ight
90-130kg
DHV 2-3 GH DHV 2-3 GH DHV 2-3 GH
and DULV
Weight range Trimmer closed and xed
with speedbar
Trimmer open
with speedbar
Trimmer open
without speedbar
Mountain ight
105-130kg
DHV 1-2 GH DHV 2 GH DHV 2 GH
Motorized ight
105-150kg
DHV 2 GH DHV 2 GH DHV 2 GH
and DULV
Most of the modern harnesses in use have Rollers for the Speed Bar System. The
speed bar lines are threaded throught the rollers on the harness and lead through to
the Brummel hook connection piece and tied at that point. By correct placement or
positioning of the speed system lines, the speed bar should be easily reached when
stepping into the system, and fully accelerated at the point of full extention of the leg
and foot. Before starting your wing from mountain starts be sure to hook up the speed
bar line connection pieces to the Brummel hooks located on the riser speed line and
wing. Please ensure that the speed lines are running free, and properly connected.
The Pilot activates the speed system using his foot and extending it, thus the A-B-C
Riser is shortened lowering the angle of attack.
The SCOTCH.HY is certied for Motorised ight to the upper speed range of the
Trimmer as registered under DULV. Speedbar is not allowed to use for Motorised ight.
The Motor Riser which is attached to the Motor system, has roller attachments for the
speed system. The assembly ist he same as when using the system in
Free Flight mode.
It is recommended that the Speed Bar System be properly attached and secured
during take off and landings, so that the system does not have a chance to get caught
up in the Propeller.
The SCOTCH.HY is certied for all modern manufacturered Harnesses meeting
the DHV-Classication GH. More information is found under: www.dhv.de
Flying with a motor, be advised that a harness with a large type of back protection
system is not suitable. Harnesses and Paragliding wings must be certied by DHV
standards, and Motorsystem certied and registered by DULV.
(The German Ultra Light Flight Authority).
The skywalk SCOTCH.HY is especially constructed and suitable for winch towing. >
Pay attention to climb out of any at lower surface on the ground.
The Pilot must have a proper winch tow certication and education in use. >
The Winch Tow System must be properly certied. >
The Winch Tow Operator must have a proper winch tow certication to include >
towing paragliding pilots.
The Winch Tow System must be sensibly operated and not overly braked. The Wing
ies under tow at a higher level of attack.
The SCOTCH.HY is comprised of 5 main Riser Extentions. Both the A Main Line Extensions
lead to the front A-riser, the outer A Lines lead to the back A-riser, the B Lines to the B-
riser, C Lines and Stabi Lines lead to the C-riser and the D Lines to the D riser.
Additionally the serial manufacturered Motorizer riser of the SCOTCH.HY has 2
separate points of connection. The correct point of connection depends upon the
height of your Motor Hangpoints. That way the optimal point of reaching the steering
and brake system and lines is maintained.
Also the SCOTCH.HY has an additional Trimmer System which increases the overal
speed of the wing plus corrects for the torque motion in ight.
When using SCOTCH.HYin Free Flight mode with starting from mountains, the Trimmer
can be xed onto the main Carabine Lock, that way the pilot will nd themselves inside
the DHV recommended Start Weight Range of the DHV 1-2 certication area.
See page 61.
Your complete line of ying equipment, wing, motor, harness, etc. must be carefully
maintained and inspected for any potential shortcoming or deciency. This should
especially be the case after long pauses between ights or longer storage of your wing
and equipment.
All stitching on your harness, the stitching on the reserve chute and attachment, >
and your Riser riser System.
All Connection points, line locks, and carabiners and close down lock system. >
The Brake and steering grip to line connection knot, and inspect the brake line >
through to the cap.
Symmetry of the brake lines. >
All other lines leading from the Riser riser to the Cap. >
All line connection point and stitching, knots up to the cap. >
The Upper and Lower wing segments for damage or wear. >
The Leading Edge prole and Crossports from the inner portion of the wing. >
In the event that you have identied damages or wear to your equipment, please
contact your local Flight school or Dealer.
We recommend that you rst try out your new wing, by rst performing some ground
handling excercises or even y your wing rst from a small hill at lower elevations
before attempting a major ight.
Start your SCOTCH.HY wing with your Motor rst on your local ight park and in low
wind or optimal weather conditions.
You should lay out your new Wing in that the Leading Edge is lightly arched or
rounded out, and that the wings center be at the highest arch. Then, when starting, pull
rst using a light surge, the A Lines in the middle, the wing should then ll itself equally
from the middle to the ends and allow an easy and safe start.
The A, B, C, D level lines should be separated from each other. If the riser is not
crossed over, then the brake lines should be free up through the roller at the riser to
the back of the wing.
All lines must be totally free from each other, and not have any knots or twists or
snaking, of the total line length.
Lines which are knotted, and brought into ight, are very difcult or impossible to free.
The brake lines are the lines always laying on the ground, therefore please be careful
to make sure that the brake lines are free of any entanglements on the ground before
trying to start.
There should never be any lines laying underneath the wing itself. If a line is ever
crossed over the wing, that can have a catastrophic effect on ight.
The skywalk SCOTCH.HY is very easy to start.
You hold both the A riser Lines and the Brake grips in each of your hands.
For better orientation and control over starts, we have colored the A lines, as well as
the Manschetten Red. The Brake lines are yellow and the brake grip is black.
The Arms are extended outward and back holding the A lines in your hands.
Before starting you must check to make sure your wing is properly layed out, the wind
direction is good, and the airspace you will y into at start is free.
Holding the Riser riser in your hands, it is best to start by starting your surge forward
by pulling the A Lines equally, and to make sure you are in the middle of your wing.
Using a nice homogeneous surge to start the skywalk SCOTCH.HY, the wings leading
edge should ll itself quickly and reliably.
By normal wind conditions, making sure the wind is coming optimally from the front,
your SCOTCH.HY should climb upward and over you in a continual patch.
The Wing should not in anyway hang back at the start, instead will climb immediately
over your head, even with little or no forward wind.
At the same time the Pilot should be glancing an eye at the wing as it stabilizes over
your head to make sure the wing totally open.
The nal decision to start is only done after you are sure that all eventual disturbances
or disorders are taken care of.
Any necessary directional changes may now be performed.
Only when everything is clear to start, do you accelerate, if any disorder happens, then
stop your start for safety reasons.
To start your wing on steep slopes, it may be necessary to lightly brake your wing at
the apogee to stop any eventual over shooting of your wing.
When Starting your wing backwards, or so called strong wind starts, it may bet hat
your wing will overshoot more than usual, or that you would take off immediately. In
order to avoid this, it is best to simply take the energy out of the wing by walking slowly
in a controlled fashion up the slope and into the wing.
We recommend that you practice these backward start techniques on a at ground
surface at rst.
When starting backwards in strong winds we recommend that you only take the front A
riser in your hand, then the wing should open somewhat slower and the pressure in the
wing is somewhat diminished. Thus making your start easier to control.
The best ying characteristics of your SCOTCH.HY is when using an opened Trimmer.
You may still want to close down a Trimmer somewhat to compensate for the torque in
the motor. However when there is excessive turbulence in the air, you should not use
the Trimmer, as the wing stability through the steeper angle of attack of the forward
leading edge may be compromised.
The SCOTCH.HY has a direct handling response when ying in curves. The wing has a
high level of safety reserves, however this wing should not be own by complete
beginners. The SCOTCH.HY has a high level of precision handling, and it great fun when
using a motor. Through the high level of direct curve control, the wing is very easy to
steer even against the torque, and allows for excellent dynamic.
When lift is lost from one side of the wing by to aggressive braking, you will notice right
before this happens that the brake pressure increases and the tip of the leading edge
of your wing will bend downwards. If this happens you release immediately the brake
pressure on the inside curve wing side.
In the Event that a brake line breaks, or your knot on your brake grip loosens or
releases from the line, you can still control your wing using the D riser line levels. That
will help restore some directional control and land immediately.
Even though the danger of a wing collapse is relatively low when ying your wing with a
running motor, with its high level of surface tension on the wing, and the higher level of
leading edge attack, in comparison to free ight without motor, it is recommended that
the Trimmer always be closed and the speed bar not activated, in heavy or
strong turbulence.
Fly in turbulence using a minimum of brake and try to control the wing over your head
by ying actively. In that way you can avoid a single sided loss of your wing. However in
the event that you do lose a side of a wing, fold down, you should still maintain the di-
rection of your curve. Only after you have stabilized your wing in the curve, may you
also attempt to open the folded down wing, by lightly pumping the loose side.
When ying into hard or strong thermals do not brake, instead open up the wing, and
reduce your motor speed, so that you don’t get involved in a dynamic loss of lift, stall
to the wing. When exiting a strong thermal be sure to brake more to keep the wing
from overshooting, and increase your motor speed. This will avoid getting a front stall
of the wings leading edge.
The skywalk SCOTCH.HY is simple to land. When making your nal approach against
the wind, let the wing glide out in combination with light braking. When the wing has
reached a level of 1 meter over ground, increase your braking as this will decrease the
angle of attack of the wing and will slow the wing. After you have reached the minimum
sinking speed, brake strongly in the end.
If you experience a strong approach wind, apply your brakes only lightly. Only when you
have touched down and successfully landed should you allow the wing to stall
out careully.
Landing ying steep curves in the nal approach should absolutely be avoided. (Danger
of Occilation)
You may also want to land using the support of motor power.
The ight level height and speed can then be controlled with the help of your brakes
and motor torque to control the landing approach and touch down.
The Operation manual is not meant to be an instruction manual for ying.
The education and ight course study must be completed from a recognised ight
school as required from each of the individual countries according to their local laws
governing sport ying. The following tips will allow you to get the best out of your sky-
walk SCOTCH.HY.
Using a steep spiral ying manuever you have the best opportunity to increase your
ight decent.
The steep spiral is performed by cautiously increasing the brake pressure on one side
and leaning your body weight into the curve.
In the event that your curve does not sufciently enter into a steep enough curve,
break off the manuever and try again, don’t continue to slowly increase the
brake pressure.
The steep spiral manuever is best performed when the SCOTCH.HY enters a sharp
axilar curve and starts to y in a quicker steeper curve. This sharp axilar curve and
sinking speed is controlled using a measured dose of increased or decrease of the
brakes on the curve inner side.
A light amount of pressure on the outside curve brake line may be applied to control
the lose of wing tip folding.
Through the contraction of a pilots stomach muscles, the steep spirals negative body
load may be helpful.
As soon as you notice a light headedness or tunnel vision or approach of
unconsciousness, you must immediately stop the steep spiral manuever.
Because of the often large loss of altitude during the steep spiral manuever, it is
necessary to always allow for sufcient safe altitude.
In order to avoid a strong pendulum movement during the ending phase of the steep
spiral, you should slowly release the curve inside brake, while holding tension on the
outer brake.
If the wing starts to react and dive into a stronger asymettrisch spiral caused by some
bad factors, (for instance by having the harness cross straps pulled to tight), you must
actively stop the spiral by placing your body weight on the curve outside side, and
substancially increase the brake pressure on the outside wing side.
Also a braking effect of braking both sides equally, can bring the wing out of the spiral,
but an overshooting of the wing on one side may be a side effect to be compensated
by brake control.
To perform this manuever, the B-risers are pulled down symettrically by approx. 20 cm.
At the same time you should still hold the brake grips in your hands.
The airow over the upper wing prole is then broken off and the wing starts to enter
what appears to be a Sack stall type of ight condition without any forward ight.
Through a strong pulling down of the B-riser, you can reduce even more the wing
surface and thus raise your sinking rate.
Though a quick release of both of the B-riser, simultaneous, you can bring your wing
back into normal ight.
The wing cap surges forward and the wing begins to y normally again.
In the event that the wing forms into a Rosette or backwards U form, you must release
the B-riser lines immediately and allow the wing to y normally. If the wings leading
edge does not fully inate then you can add some brake pressure equally to both sides
to help ination.
Another Sink Rate Manuever option, other than B-Stall and Steep Spirale, is the „Big
Ears“ concept using a combination of forward ground speed and sink. This form of Sink
Manuever is used when an area of danger exists and you want to change your direction
horizontally and y out of the danger area quickly.
To perform this „Big Ear“ manuever pull down both outside A-risers. Now you can easily
lose altitude without any danger, by decreasing the wing surface and causing the wing
to y only from the mid section of the wing. To steer the wing, simply rotate or change
your weight from side to side. By performing this manuever you should not be shorte-
ning the brake line by wrapping the lines around your hand.
The opening of the wing tips to full form is performed by simply releasing the A-risers
on both sides and through dosed pumping of the brakes to support the opening, when
necessary.
First learn all types of new ying methods, like quick Sink methods under the
observation of a qualied ight instructor in a teaching course covering Safety in ying.
When performing these manuevers be certain that your air space is free all around you,
but especially under you.
When performing these methods it is advised that the pilot have constant eye contact
with their wing.
In the event of extreme weather conditions with increased levels of turbulence it is not
unusual that your wing may collapse on one side. In the rule your skywalk SCOTCH.HY,
even under large collapses, should open quicky and completely within a range of 90 –
180 degree turning radius. The collapse, with a subsequent turning away and reopenng
of the wing, after a Klapper where the wing surface has collapsed on one side, can be
minimalized or improved by providing additional brake pressure on the supporting wing
surface on the open side.
By a strongly deformed wing on one sided collapse, you should only apply a dosed or
cautious amount of brake pressure on the open side, to avoid a complete air ow stop,
even on the good side.
If the wing does not open after the collapse, even after applying brake pressure on the
good side, you can try to stabilize the wing on the collapsed side, by repeated pulling
of the brake on the collpsed side, this may help some in the reopening phase.
When applying brake pressure on the good side, you may experience some roll down
of the wing tip but that should not have any real relevance on safety. The SCOTCH.HY
should perform extremely well when reopening and not have any negative tendency in
direction control.
A paragliding wings leading edge will collapse into a front stall if you pull hard on the A
riser or through sudden instances of strong down winds.
The Leading edge will impulsively collapse across the entire Front wing span.
Through careful dosing of your brakes, both sides equally, the occilation on the cross
axis should be minimalized and at the same time the reopening time quickened.
The skywalk SCOTCH.HY should normally open after a front stall without any pilot reac-
tion. In the event that the reopening phase takes longer, you can help acelerate the reo-
pening by pulling both brake lines equally.
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