Skywalk VENOM User manual

Manual/Service
JET FLAP motorglider - DULV

32
CONTENT
Introduction page 33
Description page 34
Line system page 34
Technical data page 37
Harness page 38
Winch Tow page 38
Riser Main System page 38
Motorised Flight page 38
Pre Flight Check and Service page 39
Flight decent assitance page 43
Materials page 50
Service page 51
2-Year-Check / Certification page 53
A few closing words page 54
Line Plans page 55
Risers page 56
Test Protocols page 58

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CONGRATULATIONS
Congratulations on your purchase of a new VENOM, and for placing your trust in sky-
walk. We are certain that you will enjoy every minute in the air. In order to fully com-
prehend flying procedure with your new wings, we recommend that you read the enti-
re handbook. In this way you will be able to quickly grasp the fundamentals of opera-
ting your new glider. The handbook also offers quick tips for safe flying, so that your
enjoyment will last for years. skywalk is open to any comments or suggestions that you
might have. Please feel free to contact us at our internet email address, or you may
send us a fax. The skywalk Team is always here to help.
Sincerely,
Your skywalk Team

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DESCRIPTION
The VENOM is a paragliding wing for ambitious motor pilots.
The VENOM is an outstanding motorglider with very agile handling, as well as consider-
ably good performance data.
The VENOM was developed for the sport pilot who is seeking high speed potential with
very agile handling.
The VENOM is equipped with a special trimmer riser. As with the risers of the MOJITO,
there is the additional possibility to attach the skywalk Handle Bars. The VENOM is
certified up to 130kg in the DULV “advanced” class.
The high performance of the VENOM makes it possible to cruise efficiently over the
landscape while using minimal fuel.
The profile, the stress ratio of the canopy as well as the JET FLAPS are decisive
factors responsible for the above-average launch and landing performance, extremely
important for a motorglider.
Diagonal or parallel bands in all of the cells provide for an equal distribution of load.
With the help of so-called ballooning, the expansion of the cells on the computer model,
we were able to create a very homogenous canopy.
The high surface quality of the wing is a direct result of this ballooning and generates
the high performance, among other things.
The VENOM has been specially developed for motorgliding with reinforcements in pro-
file, line loops and lines especially required for the forces inherent in motorgliding.
The Porcher Marine cloth 9092E85, extremely durable with high-quality workmanship,
which is used on the front area of the VENOM, is a guarantee for the long-life and high
value retention of the VENOM.
We wish you pleasant, long and successful flights.
Your equipment is delivered fully ready for flying.
Your skywalk Team

LINE SYSTEM
To provide you with an optimal line system, we have worked and calculated meticulous-
ly. Skywalk works in cooperation with the line manufacterer LIROS, and for the VENOM
we selected the optimal combination of materials especially for motorgliding.
Using a generous scale of dimensioning, the lines offer exceptionally high
weight load reserves crucial for motorgliding.
The intelligent combination of both Technora and Dyneema lines is both robust and of-
fers less resistance.
Excellent rebounding effect even under extreme load as well as a minimum of
stretch, are also proof of the quality of the line mix.
The skywalk VENOM is equipped with 3 A-, 3 B-, 3 C-, and 1 Stabilo line as well as 2 D-
Main lines.
The load-bearing lines are composed of Top Lines and Main Lines. The Main Lines com-
prise 3 Top Lines together and lead to the line locks (Maillon Rapide) which connect the
load-bearing lines with the risers.)
The Stabilo Lines connect the upper Stabilo-forked lines with the Line Shackle.
The Brake Lines are not load-bearing and lead from the rear edge of the glider over the
Main Brake Line through the pulley on the D-riser to the Brake Handle.
For easier identification, the A-Lines the A-Riser are red and the Stabilo Lines are pink.
The B-Lines, the Main Brake Lines and the Brake Lines are yellow, and all of the other
lines are blue.
The Shackles are triangular, and an elastic band prevents the looped-in lines from slip-
ping.
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CAUTION
GENERALLY SPEAKING IT SHOULD BE UNDERSTOOD BY EVERY PILOT
THAT WHEN FLYING WITH A PARAGLIDING WING, A MAXIMUM OF
CAUTION SHOULD ALWAYS BE USED. WE WANT TO EMPHASIS THAT
YOU FLY YOUR PARAGLIDER AT YOUR OWN RISK, AND IT IS THE
PILOTS OWN RESPONSIBILITY TO ASSURE THAT THEIR WING AND
EQUIPMENT ARE IN PROPER CONDITION BEFORE EACH AND EVERY
FLIGHT.
The skywalk VENOM is not permitted to be flown:
outside of the permissable minimum and maximum certified launch weight range.>
In rain, snowfall, extremely turbulent weather conditions or strong winds.>
Directly into clouds or fog situations where visual flight 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 flying equipment (paragliding wing and motorsystem) is in proper flight
maintenance and condition and is checked regularly.
The skywalk VENOM is only permitted to be flown where permission is granted
from the legal authorities governing each country.
Your skywalk VENOM has already under gone many careful Quality Control checks.
Before leaving the factory, each wing is checked to insure certified
manufacturering tolerances have been met.
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TECHNICAL INFORMATION
Typ S
Number of cells 56
Area [qm] 25
Wingspan [m] 11,84
Aspect ratio 5,6
Area projected [qm] 21,45
Wingspan projected [m] 9,5
Aspect ratio projected 4,21
Canopy weight 6,1
Speed Min 23
Speed Trimmer closed 42
Speed Trimmer open 55
DHVTrimmer closed 90-110kg DHV 1-2 GH
jet flap Technology yes
DULV homologation DULV-Advanced
Weight range DULV [kg] 75-130
CAUTION
THE WING-TYPE LABEL IS PRINTED ON THE INSIDE OF THE STABILO.
THE DULV LABEL IS FOUND IN THE POCKET ON THE MIDDLE
PROFILERIB. THE DATE AND PILOT FOR THE INITIAL FLIGHT ARE TO
BE ENTERED. IN GERMANY AND AUSTRIA; THE DULV LABEL MUST BE
ATTACHED TO THE GLIDER. IN COUNTRIES WITHOUT CERTIFICATION
REQUIREMENTS, THE SKYWALK SEAL MUST BE VISIBLE, WHICH IS
PROOF THAT THE GLIDER MEETS THE REQUIREMENTS OF THE DULV-
INSPECTED MODEL.

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HARNESS
Harnesses with bulky back protection are not recommended for motorgliding.
The harness used must be registered and certified by DULV (German ultra-light
aircraft association), together with the sail and motor system.
WINCH TOW
The skywalk VENOM has no homologation for winch towing.
RISER MAIN SYSTEM
The VENOM has 5 risers. The two inner A-Main Lines lead to the front A-Riser, the
outermost A-Lines lead to the rear A-Riser, the B-Lines to the B-Riser, C-Lines and
Stabilo Line lead to the C-Riser and the D-Lines finally to the D-Riser.
Additionally, the VENOM has a Trimmer which increases overall wing speed and corrects
for torque motion in flight.
See page 56.
CAUTION:
WHILE START AND LANDIND THE TRIMMER SHOULD ALWAYS BE
CLOSED
MOTORISED FLIGHT
The VENOM has DULV-homologation to the uppermost weight limit with trimmer.
If the foot-accelerater is used in flight, homologation is no longer valid.
CAUTION:
WITH INCREASED SPEED, COLLAPSES HAVE A MORE DRASTIC EFFECT
THAN WHEN FLYING AT SLOW SPEEDS.

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PRE FLIGHT CHECK AND SERVICE
Your complete line of flying equipment, wing, motor, harness, etc. must be carefully
maintained and inspected for any potential shortcoming or deficiency. This should
especially be the case after long pauses between flights or longer storage of your wing
and equipment.
Carefully Inspect and Check:
All stitching on your harness, the stitching on the reserve chute and attachment,>
and your Riser System.
All Connection points, line locks, and check if carabiners are fully closed.>
The Brake and steering grip to line connection knot, and inspect the brake line>
through to the canopy.
Symmetry of the brake lines.>
All other lines leading from the riser to the canopy.>
All line connection point and stitching, knots on the canopy.>
The upper and lower wing segments for damage or wear.>
The leading edge profile and crossports from within.>
Even the smallest defect is grounds for cancelling launch!
In the event that you have identified damages or wear to your equipment, please
contact your local Flight school or Dealer.
Laying Out your Wing
We recommend that you first try out your new wing by performing some ground
handling exercises. Make your first flights in places you know and with calm weather
conditions.
You should lay out your new wing so that the leading edge is lightly arched
and that the wings center lays at the highest point of the arch. By using this method,
when pulled, the A-Lines tension first, the glider fills consistently and an easier,
direction-stable launch is guaranteed.
Separate the line levels carefully and order the risers. When the risers are not twisted,
the brake lines runs free through the pulleys on the rear edge of the glider.
All lines must be free and run without plaiting or knotting from the risers to the canopy.
The brake lines lay directly on the ground, therefore please be careful

40
to make sure that the brake lines are free of any entanglements before
trying to start. There should never be any lines laying underneath the wing itself. A line
which is wrapped around another part of the glider can result in a serious mishap. The
trimmer must be closed symmetricaly.
The Launch
The skywalk VENOM is easy to launch. You hold both the A riser Lines and the Brake
Handles in your hands. For better orientation and control, the A-lines, as well as the
Webbingbandcover is red. The Brake lines are yellow and the Brake Handle is black.
Your arms are extended outward and back holding the A lines in your hands.
Before launching you must check to make sure your wing is properly layed out, the
wind direction is good, and the airspace at launch site is free.
Holding the risers in your hands, it is best to launch by pulling the A--Lines equally,
and making sure that you are in the middle of your wing.
Using a nice homogeneous surge to start the skywalk VENOM, the wings leading
edge should fill quickly and reliably.
In normal wind conditions, making sure the wind is approaching optimally from the
front, your VENOM should climb upward and over you in a continual climb.
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.
During backwards launches or launches in strong wind, the glider can shoot forward
more quickly or earlier than expected. In order to avoid this, run after the canopy dur-
ing the hoisting phase. We recommend that you practice these demanding launch tech-
niques without a motor at first.
When starting backwards in strong winds we recommend that you use only the front A-
risers, then the wing should open somewhat slower and the pressure in the
wing is somewhat diminished, thus making your launch easier to control.
Cross Country Flying (Motor)
The best flying performance of your VENOM is achieved when flying with an open
trimmer. You may still want to close down a Trimmer somewhat to compensate for the
torque produced by the motor. However when there is excessive turbulence in the air,
you should not use the trimmer, as the wing stability may be compromised by the in-
creased angle of attack of the forward leading edge. It is also possible to use the foot
accelerator which will substantially increase flight speed. The same rule applies here as
well: close the trimmer in turbulent conditions.

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CAUTION
THE DULV-HOMOLOGATION IS NO LONGER VALID WITH THE USE OF
THE FOOT ACCELERATOR.
Flying in Curves
The VENOM has versatile, direct and immediate curve handling. The wing has a
high level of safety reserves, however, it should only be flown by experienced pilots.
The VENOM has a high level of precision handling, and is great fun when motorized.
Through the high level of direct curve control, the wing is very easy to
steer even against the torque, and allows for excellent dynamics.
CAUTION
WHEN ACTIVATING THE BRAKE LINES TOO AGGRESSIVELY OR
STRONGLY, THERE IS A POTENTIAL DANGER OF BREAKING OFF THE
AIR FLOW TO THE WING.
When lift is lost from one side of the wing due 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 must immediately release
the brake on the inside curve wing side.
Emergency Steering
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 you can land immediately.
Turbulent Air Conditions
Even though the danger of a wing collapse is relatively low when flying 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 flight without motor, it is recommended that
the Trimmer always be closed in heavy or strong turbulence.

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Fly in turbulence using a minimum of brake and try to control the wing over your head
by flying 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 flying 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.
Back off of the brakes when entering a strong thermal and reduce the motor rotations,
in order to avoid getting into a dynamic stall. In contrast, brake more strongly when ex-
iting the thermal and increase motor rotations, in order to avoid a possible front stall.
Landing (with Motor off)
The skywalk VENOM is simple to land. When making your final 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 angle of attack by increased braking,
and intercept the glider. When you have reached the minimum speed, pull the brakes
fully through.
In a strong headwind, apply the brakes sparingly. Only when you
have touched down and successfully landed should you allow the wing to stall
out carefully. Landing with steep curve changes in the final approach should absolutely
be avoided at all costs. (Danger of occilation)
Landing (with Motor running)
You may also want to land using the support of motor power.
The flight 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.
CAUTION
BREAKAGE IS ALMOST GUARANTEED IF THE ROTORING PROPELLER
MAKES CONTACT WITH THE GROUND DUE TO EXCESSIVE BEND IN
THE PILOT’S KNEES.

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FLIGHT DECENT ASSISTANCE
The Operation manual is not meant to be an instruction manual for flying.
The education and flight course study must be completed from a recognised flight
school as required from each of the individual countries according to their local laws
governing sport flying. The following tips will allow you to get the best out of your
skywalk VENOM
Steep Spiraling
Using a steep spiral flying manoeuver you have the best opportunity to increase your
descent.
The steep spiral is performed by cautiously increasing the brake pressure on one side
and simultaneously leaning your body weight into the curve.
In the event that the glider does not bank become sufficiently,
break off the manoeuver and try again, don’t just apply more and more brake without
sensitivity.
The steep spiral is best performed when the VENOM enters a sharp
axilar curve and starts to fly 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 braking pressure on the outside curve may be applied to avoid
stall in steep spirals
CAUTION
HIGH SINK RATES CAUSED BY THE STEEP SPIRAL CAUSE A
CENTRIFUGAL FORCE LEADING TO A STRONG G FORCE LOAD AND
SHOULD THEREFORE NOT BE PERFORMED BY INEXPERIENCED
PILOTS!
Contraction of stomach muscles can be helpful when performing a steep spiral.
As soon as you notice any lightheadedness or tunnel vision or the approach of
unconsciousness, you must immediately stop the steep spiral maneuver.
Because of the extreme loss of altitude during the steep spiral maneuver, you must

44
always maintain sufficient altitude.
In order to avoid a strong pendulum motion during the ending phase of the steep
spiral, you should slowly release the inside wing brake, while braking lightly with the
outside wing brake. Under adverse influences, or as well by open trimmers, it can hap-
pen that the spiral must be actively diverted. At the same time, the outer wing side
must be braked in doses.
CAUTION
AS SOON AS THE GLIDER BEGINS TO STRAIGHTEN UP, RELEASE THE
BRAKES SO THAT THE ACTION IS NOT TOO VIOLENT AND THE GLIDER
DOES NOT BEGIN TO CLIMB UPWARDS UNPLEASANTLY. IN THE CASE
THAT THE GLIDER PITCHES FORWARD NOTICEABLY AFTER EXITING
THE SPIRAL, IT MUST BE CAUGHT WITH THE BRAKES. CONTROL
PRESSURE IS CONSIDERABLY HIGHER THAN DURING NORMAL FLIGHT!
B-Line Stall (Motor and Free Flight)
To perform a B-Line Stall, the B-risers are pulled down symmetrically by approx. 20 cm.
At the same time you should still hold the brake handles in your hands.
The airflow over the upper wing profile is then broken off and the wing starts to enter
what appears to be a sack stall type of flight condition without any forward flight.
By pulling strongly on the B-riser, you can reduce the wing surface even more, and thus
raise sink rate.
Though quick and simultaneous release of both of the B-risers, you can lead your wing
back into normal flight. The wing surges forward and begins to fly 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 fly normally. If the wings leading
edge does not fully inflate then you can add some brake pressure equally to both sides
to help inflation.

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CAUTION
WITH OPEN TRIMMERS, THE FORWARD SURGE IS GREATER THAN
WITH CLOSED TRIMMERS.
Big Ears (Motor and Free Flight)
Another sink rate maneuver 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
maneuver is used when an area of danger exists and you want to change your direction
horizontally and fly out of the danger area quickly.
To perform this „Big Ear“ maneuver 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 fly only from the mid section of the wing. To steer the wing, simply rotate or shift
your weight from side to side. By performing this maneuver you should not be shorten-
ing 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.
ATTENTION
WHEN USING THE FLIGHT DECENT METHOD „BIG EARS“ BE ADVISED
THAT YOUR WING AND ESPECIALLY THE LINE GROUPS ARE UNDER A
HIGHER LOAD OR STRESS, THEREFORE DO NOT FLY ANY EXTREME
FLIGHT MANUEVERS WHILE PERFORMING „BIG EARS“.
Valid for all types of extreme flight maneuvers and flight descent assistance :
First learn all types of new flying methods, like quick sink methods under the
observation of a qualified flight instructor in a teaching course covering flight safety.
When performing these maneuvers be certain that you have adequate air space around
and especially, below you. When performing these methods it is advised that the pilot
have constant eye contact with their wing.

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SPECIAL NOTICE
ALL EXTREME FLIGHT MANEUVERS HAVE THE CONSEQUENCE OF
ADDING ADDITIONAL STRESS TO THE WING, LINES, AND CANOPY,
AND THUS HAVE A NEGATIVE EFFECT ON MATERIAL DURABILITY. THE
RESULT IS THAT THE WING WILL HAVE A SHORTER LIFESPAN.
One Sided Wing Loss
In the event of extreme weather conditions with increased levels of turbulence it is not
unusual that your wing may collapse on one side.
As a general rule, the skwalk VENOM opens independently also by big collapses.
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 flow stall.
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 collapsed 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 VENOM
should perform extremely well when reopening and not have any negative tendency in
direction control.
SPECIAL NOTICE
WITH OPEN TRIMMERS, THE REACTION DURING COLLAPSES IS
NOTICEABLE MORE IMPULSIVE AND IS ASSOCIATED WITH STRONGER
AND QUICKER ROTATION.
Front Stall
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 minimized and at the same time the reopening time is accelerated.
The skywalk VENOM should normally open after a front stall without any pilot reaction.

47
In the event that the reopening phase is delayed, you can help accelerate the reopening
by pulling both brake lines with equal pressure.
CAUTION
DO NOT OVER BRAKE YOUR WING. WITH OPEN TRIMMERS, THE
REACTION DURING FRONT STALLS IS NOTICEABLY MORE
IMPULSIVE AND YOU MUST CALCULATE FOR GREATER COLLAPSE AS
WELL AS STRONGER PENDULUM MOTION
Deep stall
In this condition your wing will not have any forward flight tendency, instead
will flutter above you and have a higher rate of sink.
The cause of this deep stall flight condition is often a poorly performed B-stall
especially when the pilot is too slow in releasing the B Level-riser, during the reopening
phase. Wings which have a very porous surface, caused by aging and heavy UV radia-
tion exposure, or through use with winch tow systems, which cause a heavy strain on
the wing materials and especially on the A lines, are especially subject to backstall.
The Pilot can try and correct this flying condition by lightly pulling forward on the A-
riser at the height of the line locks, or through apply pressure on his speed bar.
As a general rule, the skywalk VENOM should correct itself automatically to exit the
backstall condition.
CAUTION
BE ADVISED THAT IN THE EVENT OF A BACKSTALL, IF THE PILOT
ACTIVATES HIS BRAKES, THE WING WILL IMMEDIATELY GO INTO
A FULL STALL CONDITION. IN THE EVENT THAT THE BACKSTALL
HAPPENS NEAR GROUND LEVEL, DO NOT ATTEMPT A RECOVERY OF
YOUR WING, AS THE DANGER OF OCCILATION IS TOO GREAT .
INSTEAD, THE PILOT SHOULD MOVE FORWARD AND OUT OF HIS
HARNESS, STRAIGHTEN HIS LEGS, AND PREPARE FOR LANDING
CONTACT USING THE PARATROOPER ROLL.

48
Fullstall
In order to perform a Full Stall the pilot should wrap his brake lines once around the
grips, symettrically on both sides, and pull the brake line down constantly and fully.
The wing will slowly start to lose speed until the wing completely collapses.
The wing will shoot back suddenly. In spite of this unpleasant sensation, both brake
lines should be continued to be held down, until the wing has a chance to stabilize
itself above you.
The skywalk VENOM will fly backwards and most often form a Rosette (backwards U
Form) bending towards the front.
In order to reopen your wing after the full stall, you should release the brake lines
symettrically upwards, (time interval of more than or equal to 1 second). The wing will
begin to open, occilating forwards some before it recovers into full flight.
Through a symettric holding of the brakes, you will hinder or minimalize the tendency
of the wing to shoot forward.
In the event that the Pilot does not apply the brakes, the skywalk VENOM will shoot for-
ward marginally, where a possible front stall collapse of the wing could happen.
CAUTION
IF THE FULL STALL IS OPENED TOO EARLY; TOO QUICKLY OR
IMPROPERLY; A FURTHER OVERSHOOT OF THE WING IS THE
CONSEQUENCE.
Spin
A wing can turn negatively into a spin, when the airflow is lost over one side of
the wing surface.
In this event the wing cap turns on the horizontal axis inside the wingspan. The inside
wingspan then flies backwards.
There are 2 possible causes for a spin.
The brake lines are pulled down too quickly and too far, (as when entering a
steep spiral maneuver).
In very slow flight when the brakes are applied to strongly on one side, for example
when entering into a thermal or when a pilot applies the brakes too hard when flying

49
with a motor or (while trying to compensate for torque).
In the event of an unwanted negative curve the pilot should release his brakes so that
the skywalk VENOM can recover into normal flight without much loss of altitude.
The brake lines are released to the point that the air flow starts to recover over the
inner wingspan. After a longer held negative curve, it may be that the wing will shoot
forward considerably on one side, after release. This may lead to a one sided wing
collapse. A cross over stabilizing harness strap will increase the tendency of spin in all
wings.
Wingover
To perform this maneuver the wing is flown in narrow curves, with the banking increa-
sing after each curve. When performing wingovers with a substantial tilt, the outside
wing tips may be deformed slightly. Overly tilting your wing should be avoided, since
the eventual collapse can be quite impulsive.
ATTENTION
FULLSTALL, SPIN, AND WING OVER (OVER 90 DEGREES) ARE
FORBIDDEN ACROBATIC MANEUVERS, AND SHOULD NOT BE
PERFORMED UNDER NORMAL FLYING CONDITIONS. INCORRECT EXIT
PROCEDURE OR OVERREACTION OF THE PILOT CAN LEAD TO VERY
DANGEROUS CONSEQUENCES, REGARDLESS OF GLIDER MODEL!

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MATERIALS
The skywalk VENOM is made of the highest quality materials. Skywalk has
selected the best possible combinations of materials, with regard to
material longevity, load, stress, and performance. The life-span of a glider is of the
great importance for customer satisfaction.
Cloth
After more than 1 year of development and countless testing, we decided in the begin-
ning of 2005 to use a very special robust nylon material made by Porcher Marine. This
cloth is somewhat heavier than others which we have tested, but the advantages in du-
rability are really unusually good.
Our philosophy is to select materials according to the conditions that they must meet,
and therefore we have chosen the proven 9017, also from Porcher for implementation
on the bottom sail and in the rear area of the top sail. The low weight and very good
tear-resistance have predestined it for use in this field.
Lines
LIROS has proven to be one of the best manufacturers of paragliding wing lines.
For the main lines, we chose a proven Technora line. Reason being, the excellent
stretch-resistant quality with small diameter, good resistance to bend as well as
good recovery values.
Top and brake lines are PPSL 120/PPSL 200
A,B, and C- Main lines NTSL 350
CIII, D and Stabilo Main Lines TSL 280
Main Brake Lines DFLP 200/32
Riser
The Risers are produced using a 25 mm Polyester from Güth and Wolf. Stretch values,
durability and stability of this material are the trademarks of this special riser material
and belong to the top riser material currently in use.