Triple Seven ROOK 777 XC SUPERSTAR User manual

ROOK

USER MANUAL
Version 1.6, Date: 02.05.2012
ROOK
777 XC SUPERSTAR

Introduction
Welcome
Welcome to the Triple Seven Team! We are excited that
you have chosen to y the ROOK, as we are condent
that this glider will be the next step in your piloting career.
We wish you exciting ying adventures!
Triple Seven Mission
Our company’s goal is to produce high quality products
and technologically innovative gliders of all types and
classes. We are striving to develop state of the art
paragliders, with the optimum compromise between
safety and performance, produced in Europe.
Your success is our inspiration, our goal is your success.
Manual
This document contains complete product information
and instructions to familiarize you with the main
characteristics of your new glider. It contains instructions
on how to use and maintain the wing, however, its
purpose is not to serve as learning material to pilot this
kind of wing. As such, this is not a ying manual. Flying
instructions can only be taught by ying schools and
specially certied instructors.
It is important that you take time to read this manual
carefully before the rst ight, as thorough knowledge of
your equipment enables you to y safely and to maximize
your full potential. If you lend or give your glider to another
pilot, please pass this manual on with it.
If any use of Triple Seven equipment remains unclear
after having read this manual, please contact your local
paragliding instructor, your Triple Seven importer or Triple
Seven. This product manual is subject to changes without
prior notice. Please check www.777gliders.com for the
latest information regarding our products.
Summary
1. 777 XC SUPERSTAR 3
II. Introduction 4
II.i. Welcome 4
II.ii. Triple Seven Mission 4
III. Manual 4
4. ROOK 7
4.1. Designers thoughts 8
4.2. Who is this glider for 9
4.3. Certication 9
5. Before ight 10
5.1. Elements, components 10
5.2. Assembly 10
5.3. Harness 11
5.4. Accelerator settings 11
5.5. Brakes’ adjustments 11
5.6. Weight range 12
5.7. Wing ination 12
5.8. Modications on the glider 12
5.9. Preight safety 12
6. Flying ROOK 13
6.1. First Flight 13
6.2. Preight check equipment 13
6.3. Final preight check 14
6.4. Ination, control, take-o 14
6.5. Line knots or tangles 14
6.6. Normal ight, best glide 15
6.7. Minimum sink 15
6.8. Accelerated ight 15
6.9. Active ying 15
6.10. Flying in turbulence 16
6.11. Fast decent techniques 18
6.12. Winch launch 19
6.13. Aerobatics 19
6.14. Primary controls failure 19
6.15. Landing 19
7. Maintenance 20
7.1. General advice 20
7.2. Packing instructions 20
7.3. Storage 21
7.4. Cleaning 21
7.5. Repair 21
7.6. Checks and control 21
VIII. Packing ROOK 22
9. Technical data 24
9.1. Technical data 26
9.2. Materials description 26
9.3. ROOK risers arrangement 27
9.4. Line plan ROOK 28
9.5. Line lengths ROOK M 29
9.6. Certication specimens 30
X. Safety and responsibility 32
XI. Guarantee 33
XII. Registration information 34
XIII. Get involved 34
XIV. Contact 35
XV.Top 5 XC tips 37

7 76
»Progressive handling, oering easy and precise control
characteristics
»Prole and trim speed optimized for good climbing
»Balanced wing tension, together with leading and
trailing edge reinforcements for greater stability and
good gliding performance throughout a wide speed
range
»Optimized geometry of the suspension lines and
materials for reduced drag and better gliding
performance
»Good pitch stability and easy to pilot
»Light weight and easy launch control
»A unique race look
»EN-B, LTF-B certication
ROOK is a glider designed by Valic Brothers, made
for local soaring and cross country ying. The
glider’s technical design is based on experience
and technology of competition wings, with great
emphasis on ease of ying and safety.
ROOK
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9
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Designers thoughts
Our design goal from the beginning of this
project was to make an easy, fun ying cross
country glider that would satisfy the needs of a
broad range of pilots. As always, we were trying
to make a better and higher performance glider
than available on the market. This glider is no
exception, as we took great care of both aspects
throughout the whole development process. So
while testing and improving the glider for safety
and ease of ying, we were always comparing it to other gliders
and we must say that we are really happy with the results.
Aljaž Valič
Who is this glider for
This wing is a high performance EN-B, LTF-B certied glider
intended for intermediate to advanced pilots that want safety and
high performance in its class. Intermediate pilots may nd this
glider great for the progression of their piloting XC skills for years,
while experienced pilots will enjoy the comfort of safety and
performance on long cross country ights even in stronger air.
The pilot of this wing should be comfortable with the basic active
ying technique of controlling a glider in active air, naturally
preventing pitch or roll movements. As with any glider, we
recommend constantly improving your basic and advanced ying
skills.
Certication
The ROOK has passed the European EN-B certication for all
commercially available sizes. The homologation results are
enclosed at the end of this manual.
Beginner Intermediate Advanced
FUN FLY

10 11
Before ight
Elements, components
The ROOK is delivered together with a rucksack, inner bag,
compression strap, Triple Seven T-shirt and USB key with this manual.
Assembly
Before you rush to the rst take-o we recommend you take your
time to unpack and test your equipment on a training slope. In
this way you will have time and will not be distracted or rushed
to prepare your equipment, andyou will be able to do your rst
pre-ight check properly.
The place should be at, free of obstacles, and with light wind.
This will enable you to nicely inate the wing and also familiarize
yourself with it while ground handling. Every glider has to be
checked by a Triple Seven dealer, however, as a pilot you want
to do a proper pre-ight check yourself.
Firstly, prepare and spread out the glider like you would normally
do. While you are spreading out and walking along the glider,
observe the fabric material for any abnormalities. When you
are done with the inspection of the canopy, grab the risers and
spread the lines, check if the risers and maillons (carabiners) are
properly closed. Identify and disentangle the A1, A2, B, C risers
and the lines including the brake lines. Connect the risers’ main
attachment points correctly to the harness, watch for any twists
and make sure that the main carabiners are properly closed.
Harness
The ROOK has passed EN-B certication testing using a GH - ABS
type harness. This certication allows the ROOK to be own with
most of the harnesses on the market, but keep in mind that the
change of a harness greatly inuences the feeling of the glider,
depending on the eectiveness of the harness weight shift. Check
with the harness manufacturer or with your instructor whether
your harness is of the proper type.
The length of the harness chest strap aects the distance between
the main carabiners and the wing’s handling as well as your stability
in the harness. Tightening the chest strap increases your stability,
but greatly increases the risk of twisting after a collapse. A tight
setting also increases the tendency to maintain a deep spiral. As a
rule of thumb, a more opened chest strap gives you more feedback
from the glider, which is good for your climbing eciency and
increases safety in a ying incident. But we strongly recommend
adjusting the length of the harness chest strap according to the
lengths used during certication. This setting varies according to
the harness size from 42cm to 50cm. Check the settings used
during testing under the certication specimen section.
We recommend that your rst ight with the ROOK is not also with
a new harness. Another rule of thumb is if you want to experience
the feeling of new equipment, change only one part of equipment
at a time.
Accelerator settings
The ROOK speed system increases the speed of the glider by
14km/h with the accelerator at full travel, from trim speed at
38km/h to full speed at 52km/h.
Before attaching the accelerator system to the ROOK risers,
check that the speed system inside your harness is correctly
routed and that all pulleys are set correctly. Make sure there are
no knots or other obstacles that might make the accelerator get
stuck during usage.
The length of the speed bar lines should be adjusted on the ground
so that your legs are fully extended at the point of full accelerator
travel. While setting the speed line lengths make sure they are long
enough, so that the speed system does not accelerate the glider
by itself. If in doubt how to properly set the accelerator system,
please consult your instructor or Triple Seven dealer.
Brakes’ adjustments
The length of the brake lines has already been adjusted by the
manufacturer and is the same as used during the certication test
ights. The length is set and ne-tuned during the development of
the glider, therefore generally there should be no need to adjust
them. We recommend ying this setting for a while, and you can
still change it afterwards if you wish to do so. If you change the
length of the brakes, do it in a step by step process of 2 cm at
a time. Bear in mind that if you make the brake lines too short,
they might be applied unintentionally while the speed system is
being used.

12 13
Weight range
Each size of the ROOK is certied for its own weight range. The
above mentioned weight includes the weight of the pilot and
complete paragliding equipment, together with the glider, harness,
all accessories and optional ballast. Every glider changes its
characteristics by changing the take-o weight. We recommend
that you always y your glider in the specied weight range.
To measure your take-o weight, step on a scale with all your
equipment packed in the rucksack.
Lower half of the weight range
Flying the ROOK, as any other glider, in the lower part of the weight
range, causes the agility of the glider to decrease, and when ying
through turbulence its tendency for collapses relatively increases
as compared to ying it in the upper wing loading range. However,
reactions after a collapse are less dynamic and sink rate improves.
Therefore, if you mainly y in weak conditions, you might prefer
this weight range.
Upper half of the weight range
Again, as with any other glider, ying the ROOK in the upper part
of the weight range increases the stability and agility of the glider.
Consequently, there is a slight increase in the glider’s speed and
also gliding performance, especially when ying against the wind.
If you normally y in stronger conditions and you prefer relatively
more dynamic ying characteristics, you should set the take-o
weight in the higher weight range. Reactions after a collapse may
be more dynamic in the upper half of the weight range.
Wing ination
Still being on the training slope and having prepared and checked
everything, inate your wing and play with it to get a feel of your
new glider while ground handling. By doing this you are making a
nal check of the canopy and lines, and that everything is in order.
You will nd that the ROOK inates very easily and smoothly
without excessive energy and with minimum pressure while moving
forwards. For ination and lifting the glider you may use only the
A1 risers. Do not pull on the risers just with your hands, instead
use your whole harness. Your hands should only accompany the
rising movement of the wing. When the wing is above you, apply
correct pressure on the brake lines and the glider will stay above
you.
Modications on the glider
Any modications of the lines or risers’ speed system cause the
loss of the certication, similarly to ying the wing outside the
weight range.
Preight safety
Before ying the ROOK, you should obtain all practical and
theoretical training and the certication for ying this kind of
wing. Pilots should be physically and mentally t, using complete
paragliding equipment and ying only in conditions suitable for
their level of ying expertise.
Flying ROOK
First Flight
Now that you have already familiarized yourself with your new
glider while ground handling on a training slope, you are ready for
your rst ight. For the rst ight it is recommend that you choose
a familiar ying area and to y your new glider in calm conditions.
Preight check equipment
Before every ight you need to do a pre-ight check and the
inspection of other equipment. Learn to do this, as it takes no
extra time. This procedure may vary, depending on the instructor,
pilot or equipment settings. Some pilots have their wing always
connected to the harness. However you should have a consistent
method of checking and preparing your equipment and doing the
nal pre-ight check.
1. After the arrival on take-o, assess the suitability of ying
conditions.
2. While walking around the canopy preparing and spreading
out the wing, you should at the same time inspect the canopy.
3. After you check the lines and connect the risers to the harness,
grab the lines and slide them through your ngers as you walk
towards the canopy. In this way you double check that the lines
are not tangled, stuck or damaged. If meanwhile the canopy

14 15
moves, walk around and correct it again.
4. Inspect the harness, reserve, speed system and all connections.
Final preight check
1. Strap into the harness. The leg straps should be the rst to
be connected on the take-o and the last ones to be released
after the ight. Make sure you are strapped in correctly and
wearing a helmet.
2. Check the risers for a twist and that the carabiners are properly
closed. Check if the speed system is not aecting your risers
– accelerating unintentionally.
3. Check the lines. The A riser lines should be on top, and all
lines untangled. Check if none of the lines are lying over or
below the canopy.
4. Check the canopy. The glider should be spread out in the
shape of an arch and all cells open.
5. Check the wind, take-o and airspace. The wind should
be favourable for take-o and the pilot’s level of expertise.
Airspace should be cleared, together with the take-o area.
Ination, control, take-o
The ROOK has easy take-o behaviour and does not require any
additional advice regarding the forward or reverse launch. Try to
divide and practice the take-o procedure in three steps.
1. Inating and raising the glider
2. Controlling the wing and wing check
3. Accelerating and take-o
It is always advisable to practice and improve proper launching
techniques as this reduces unnecessary additional stress before
the take-o.
Wind speeds up to 25 to 30km/h are considered strong and extra
care is required for the ight. If you are launching in strong winds
we recommend the reverse launch technique, with your brakes
in the right hands at all times. Launch the glider with a gentle pull
and then walk towards it if necessary to reduce the relative wind
force. When the glider is above you, gently control the wing and
take o.
Line knots or tangles
If you fail to observe a line knot or you nd yourself ying with a
knot before being able to prevent the unintentional, uncontrolled
take-o, try to stay away from the ground or other pilots by ying
away from the mountain, before taking any corrective action on
the wing. This means that you weight shift and/or counter brake
the opposite side of the wing and control the ying direction with
the least amount of force needed for the wing to y straight away
from the mountain.
Be careful not to apply too much brake or to y too slowly to
avoid a stall or spin. When you are at a safe distance away from
the mountain and you have gained relative height by ying away,
you may want to gently and briey pull the lines that are tangled
with the knot. If the knot is on the brake lines you might want to
gently and briey “pump” the appropriate brake line.
Please note that by pulling the lines, the knot may get stuck in
a worse position and the situation may escalate also to a stall
or spin. Therefore, if you estimate that you can control the wing
relatively safely and that the knot is not released by gently and
briey pulling the tangled lines, immediately y to the landing
zone and land safely.
Normal ight, best glide
Without any brakes applied and without using the accelerator,
the wing ies at the so called “trim speed“. In calm air this is
theoretically the best glide speed. The best speed glide depends
on the glider’s polar and air mass, vertical and horizontal speed.
We recommend reading more about the theory of the best glide
and McCready theory.
Minimum sink
If you apply brakes on both sides for about 15 to 20cm you will
slow the glider to the theoretical minimum sink speed. But we
do not recommend using this speed even for thermalling, as you
achieve much better climbing and control by letting the glider y
with its “trim speed” and natural energy. With a proper take-o
weight you will nd that the glider has great climb, reactions and
agility.
Accelerated ight
After you get comfortable ying the ROOK, you can start practicing
using the speed system, which will provide better performance
while gliding against the wind and through a sinking air mass. The
ROOK was designed to be stable through its entire speed range,
but this requires the use of active ying techniques. Note that any
glider becomes less stable while ying accelerated and that the
risk of a collapse is higher in accelerated ight. Additionally, the
reaction of the glider to a collapse in accelerated ight is more
radical in comparison to the one which occurs at trim speed.
We recommend that you avoid accelerated ight near the ground
and to be very careful using the accelerator in turbulent conditions.
Use a soft speed bar, which enables you to accelerate the glider
by using only one leg. To control the direction use weight shift.
To control the pitch change the amount of the speed bar. Do not
use or pull the brakes while using the speed bar. Use the speed
bar progressively when accelerating and instantly release when
you feel a slight loss of tension, pressure or even a collapse. If you
encounter a collapse while using the accelerator, release the speed
bar immediately before taking any other corrective action. Always
keep more distance from the ground when using the speed bar.
Active ying
This is a basic ying technique for any intermediate and advanced
pilot. It implies permanent control and the correction of pitch and
roll movements together with the prevention of any deations or
collapses. In a nutshell this means ying straight through active
or turbulent air, so that the pilot keeps the glider above his or
her head at all times, compensating and correcting any unwanted
movements of the wing.

16 17
Few examples:
• While entering a strong thermal, the wing will stay a little bit
behind relative to the pilot. The pilot should let the brake up
allowing the wing to y faster and to catch up.
• If the wing surges in front of the pilot, the pilot should counter
brake until the surge is controlled and then release the glider
to let it y normally.
• If the pilot feels a loss of tension on the wing or a loss of
pressure on the brakes on one side of the wing, he should
smoothly apply the brake on the side with loss of pressure and/
or weight shift to the opposite side until the pressure returns.
After that, again release the brake and/or weight shift to the
neutral position and let the glider y normally.
The key in all cases is to avoid an over-correction and not to
maintain any correction longer than necessary. After each action
let the glider y normally again. To re-establish its required ying
speed. You can train or get a feeling for most of these movements
safely on the ground while ground handling your glider. Good
coordination of your movements and coordination with the wing
on the ground will enable you a quick progression when actively
ying in the air. The next step is to attend SIV courses where you
should also get a better understanding of the full brake range and
the glider’s speeds.
Flying in turbulence
Wing deations can occur in a strong turbulence. The ROOK is
designed and tested to recover without pilot’s input in almost all
situations by simply releasing the brakes and letting the glider
y. To train and understand all the manoeuvres described, attend
SIV courses.
Cascade of events
Many reserve deployments are the result of a cascade of
over-corrections by the pilot. Over-corrections are usually not
problematic because of the input itself or its intensity; but due to
the length of time the pilot continues to over-handle. After every
input you have to allow the wing to re-establish its normal ying
speed. Note that over-corrections are often worse than no input
at all.
Asymmetric deations
Strong turbulence may cause the wing to collapse asymmetrically.
Before this occurs the brake lines and the feeling of the harness
will transmit a loss of pressure to the pilot. This feedback is used
in active piloting to prevent a collapse. If the collapse does occur,
the ROOK will easily re-inate without the pilot’s reaction, but the
wing will turn towards the collapsed side.
To prevent this from happening turn and actively recover the
asymmetric collapse by weight shifting and applying appropriate
brake input on the side that is still ying. Be careful not to over-
brake your wing’s ying side. This is enough to maintain your
course and give the glider enough time to recover the collapsed
side by itself. To actively reopen the collapsed side after course
stabilization, pull the brake line on the collapsed side rmly
and release it. You can do this several times with a smooth
pumping motion. After the recovery, release the brake lines for
your glider to regain its trim speed. You must be aware of the fact
that asymmetric collapses are much more radical when ying
accelerated. This is due to the dierence in weight and the inertia
of the canopy and the pilot hanging below.
Symmetric deations
Symmetric or frontal deations normally reopen immediately by
themselves without pilot’s input. The glider will then regain its
airspeed accompanied by a small surge forwards. To actively
control this event, apply both brakes slightly when the collapse
occurs and then instantly release the brakes to let the glider y.
Be prepared to compensate for the glider’s slight surge forward
while returning to normal ying.
Wing tangle, cravat
A cravat is very unlikely to happen with the ROOK, but it may
occur after a severe deation or in a cascading situation, when
the wing tip gets caught in the glider’s lines. A pilot should be
familiar with the procedure of handling this situation with any
glider. Familiarize yourself with the stabilizer’s main line (“stabilo”
line) already on the ground. If a cravat occurs, the rst thing to
do is to try to keep the glider ying on a straight course. Do this
by weight shifting and counter braking the untangled side. After
that, grab the stabilizer’s main line on the tangled side and pull it
down until it becomes tight again. At this point the cravat normally
releases itself.
Possible solutions of the cravat situations (consult your SIV
instructor):
• Pulling the wing tip “stabilo” line
• Using a full stall, but it is essential to be very familiar with this
manoeuvre. You also want to have a lot of relative height.
• If you are in a situation where you have a cravat and you are
low in rotation or even with twisted risers, then the only solution
is the reserve parachute.
Negative spin
In normal ight you are far from negative spin. But, certain
circumstances may lead to it. Should this occur, just release the
brake lines progressively and let the wing regain its ying speed.
Be prepared for the glider to surge forward, compensating the
surge with brake input if necessary.
Full stall
A full stall does not occur unintentionally on its own – it happens
if you pull both brakes for 100% and hold them. The wing then
performs a so called full stall. Releasing the brakes improperly
may lead to massive surge of the glider with danger of falling into
the canopy. This is a complex manoeuvre and as such outside
the scope of this manual. You should practice and learn this
manoeuvre only on a SIV course under professional supervision.
Deep stall
Generally when in deep stall, the wing has no forward motion and
at the same time high sink speed. When in deep stall the wing is
almost fully inated. With the ROOK it is very unlikely to get into
this situation unintentionally. This could possibly happen if you
are ying at a very low speed in turbulent conditions. Also the
porosity of the material and line stretch on a very old glider can
increase the possibility of the deep stall tendency. If you trained
this manoeuvre on a SIV course you would realize that it is very
hard to keep the ROOK in deep stall. If you apply the brakes a
little bit too much you enter the full stall. If you release the brakes

18 19
just a little bit too much the wing returns to normal ight. If you
want to practice the deep stall on SIV courses, you need to master
the full stall rst.
Fast decent techniques
Fast descent techniques should be well familiar to any pilot as they
are important resources to be used in certain situations. These
manoeuvres should be learned at your ying school as a part of
paragliding pilot training. Nevertheless, we recommend practicing
these manoeuvres on SIV courses under professional supervision.
Big ears
This is a safe method to moderately loose altitude while still
maintaining forward speed. To do big ears, release any brake line
loops around your wrist, set your leg on the speed bar, but do not
push it. Now pull the outer A lines (the A2 risers in the drawing)
on both sides. As long as you keep the A2 risers pulled, the wing
tips stay folded and the sink speed increases. To regain normal
ight, release the A2 risers, and if necessary apply the brakes with
short impulse movements. Release big ears at least 100 meters
above the ground. While using big ears, the wing speed decreases,
which is why we also recommend using the accelerator half way
in combination with big ears to maintain enough horizontal speed
and to also additionally increase vertical speed. Be careful not to
pull the brakes while making the ears! Steering is done by weight
shift only. Always do the big ears rst and then accelerate; not
the other way around as you will risk getting a frontal collapse.
B line stall
While in the B-stall the glider has no horizontal speed and the
sink rate increases to about -8m/s. To enter the B-stall reach
for the B risers just below the maillons and pull both B line
risers symmetrically for about 20 cm. To exit the manoeuvre,
simultaneously release both risers quickly. On exit the ROOK
gently dives without deep stall tendencies.
Spiral dive
The spiral dive is the most demanding of all three manoeuvres
(Big ears, B-stall, Spiral) and should only be trained gradually and
always at high altitude. The spiral dive should be practiced and
learned on a SIV course under professional supervision.
To enter the spiral, weight shift to the desired side and gradually
apply the brake on the same side. Then let the wing accelerate
for two turns and you will enter the spiral dive. While in the spiral,
you can control your descent rate and bank angle by applying
more or less inner brake. Depending on how steep the spiral is
you may need to use also outer brake.
To exit the spiral dive we recommend that the pilot is in the neutral
weight shift position. If you release the inner brake, the wing exits
the spiral dive by itself. The ROOK has no tendency of a stable
spiral but you should be aware of the procedure for exiting a
stable spiral.
To exit a stable spiral dive, weight shift to the opposite side of
the turn and apply the outer brake until feeling the deceleration of
the wing rotation. Then release the outer brake and let the glider
decelerate for the next couple of turns. To avoid a big pendulum
movement after exiting the spiral, apply a short brake input on
the inner side before the glider exits the spiral.
Warnings (Spiral dive):
• There is a possibility of losing consciousness while in the
spiral dive. Never make a spiral with more than 16-18m/s
sinking speed.
• In fast spirals it may be necessary to apply the outer brake to
begin exiting the spiral dive.
• If practicing the spiral dive low, a pilot may not have enough
altitude or time to safely exit this manoeuvre.
Winch launch
The ROOK is easy to launch using a winch and has no special
characteristics considering this kind of launching. To practice this
launching technique special training is needed and you have to
be aware of the procedures and dangers, which are specic for
winching. We do not recommend using any special towing device
which accelerates the glider during the winch launch.
Aerobatics
The ROOK was not designed for aerobatics, therefore, these may
not be performed on this glider. In addition to this, any extreme
manoeuvres place unnecessary stress on the glider and shorten
its lifespan.
Primary controls failure
If for any reason you cannot use the brake lines, you have to pilot
the wing to the landing place by using weight shift. Weight shift
should be enough to safely land the glider. You can also use the C
risers to control and steer the wing. Be careful not to over-handle
the glider by using the C riser technique when steering. By pulling
the C risers too strong you can cause a stall or a negative spin.
Land your glider at trim speed without using the C risers, to avoid
over-handling the glider low above ground. We recommend using
weight shift.
Landing
Similarly to the take-o, the ROOK’s landing characteristics are
easy. In turbulent conditions it is advisable to apply about 15%
of the brakes, to increase stability and the feeling of the glider.
Before landing, adopt the standing position as this is the most
eective and the safest way to compensate the touch down with
your legs. Again we recommend training the landing manoeuvre,
as it might be useful to be able to land in small places, especially
in an unknown cross country terrain. Learn to evaluate the wind
direction by observing the signs on the ground and also your drift
while making turns. This proves to be useful for cross country,
when landing outside of your usual landing eld. Another advice
we suggest taking into account in stronger winds is to go higher
for the landing elds and thus assuring you reach them. Likewise,
always look for possible alternatives downwind.

20 21
Maintenance
General advice
Careful maintenance of your glider and the following simple
guidelines will ensure a much longer airworthiness and performance
of your wing:
• Pack your glider after you land and do not unnecessarily
expose it to UV radiation by leaving it on the landing site
unpacked. The sun UV radiation degrades the cloth and lines
material.
• Fold your glider like recommended under the section of
packing instructions.
• If the glider is damp or wet when you pack it, partially unfold
it at home to allow it to dry. Do not dry it in direct sunlight.
• Avoid exposing the glider to violent shocks, such as the leading
edge hitting the ground.
• Avoid dragging the glider on the ground or through rocky
terrain as you might damage the lines or canopy.
• Avoid stepping on the lines or canopy, especially when they
are lying on a hard surface.
• Avoid exposing the glider to salt water, as it damages the lines
and the canopy material (wash with fresh water).
• Avoid bending your lines, especially in a small radius.
• Avoid opening your glider in strong winds without rst
untangling the lines.
• In general, avoid exposing your glider to very hot or humid
environments, UV radiation or chemicals.
Packing instructions
It is important to correctly pack your glider as this prolongs its
lifespan. We recommend that you fold the glider like a harmonica,
neatly aligning the proles with the leading edge reinforcements
side by side. The wing should then be folded in three parts or two
folds. The wing should be packed as loosely as possible. While
packing be careful not to trap any grasshoppers inside your canopy
as they will tear the canopy cloth. This technique will make your
glider last longer and ensure its best performance.
Storage
Correctly packed, store your glider in a dry place at room
temperature. The glider should not be stored damp, wet, sandy,
salty or with objects inside the cells of the glider. Keep your
equipment away from any chemicals.
Cleaning
If necessary always clean your glider with fresh water and a cloth
only, without using any cleaning chemicals. This includes also the
lines and canopy. More importantly, always remove any stones or
sand from the canopy as they will gradually damage the material
and reduce the glider’s lifespan.
Repair
To repair small damages (less than 5cm) on the canopy cloth, you
can use the rip stop tape, found in the repair kit. Greater damages,
including stitches and lines must be repaired by a specialized
repair shop. Damaged lines should be replaced by a Triple Seven
dealer. When replacing a line it should always be compared with
the counterpart for adjusting the appropriate length. After the
line was repaired, the wing should be inated before ying, to
ensure that everything was done correctly. Major repairs, such
as replacing panels, should only be carried out by a Triple Seven
distributor or Triple Seven. If you are unsure about the damage
or in any doubt please contact Triple Seven.
Checks and control
To ensure the wing’s airworthiness the ROOK has to be periodically
serviced and checked to guarantee that the glider continues
to full the EN certication results and to extend your glider’s
lifespan. We recommend a line check and trim inspection every
100 hours or 12 months depending what happens rst. After
that, the glider needs to be fully checked after 150 hours or 24
months of usage, whichever comes earlier. This inspection includes
checking the suspension lines, line geometry, riser geometry and
the permeability of the canopy material. A certied inspector can
then dene the check interval depending on the glider’s condition.
Please note that the condition of the glider can vary considerably
depending on the type of usage and environment. Salty coastal
air or dunes will considerably aect your wing’s material. For more
information please visit our website.

2222
Packing ROOK
23
1. FOLD THE GLIDER LIKE HARMONICA
2. ALIGN THE CELLS
3. FOLD LEADING EDGE BACK TOWARD TRAILING EDGE AND ALIGN THE CELS
4. FOLD THE GLIDER IN THREE PARTS
5. FINISHED
CHECK THE VIDEO:
HTTP://777GLIDERS.COM/CONTENT/PACKING-ROOK

24 25
Technical data
1. Suspension lines
2. Risers
3. Main lines
4. Middle cascades
5. Upper cascades
6. Break lines
1. Canopy
2. Bottom surface
3. Top surface
4. Leading edge
5. Trailing edge
6. Intake cell openings
1.
2.
3.
6.
4.
5.
3.
2.
6.
5.
4.
1.

26 27
Technical data Materials description ROOK risers arrangement
SIZE ROOK S ROOK M ROOK L
CELLS NUMBER 53 53 53
FLAT AREA m224.5 26.5 28.5
SPAN m 11.6 12.0 12.5
ASPECT RATIO 5.447 5.447 5.447
PROJECTED AREA m220.7 22.4 24.1
SPAN 9.2 9.5 9.9
ASPECT RATIO 4.095 4.095 4.095
ROOT CHORD m 2.642 2.748 2.849
RISERS A BC
LENGTHS (mm) 580 580 580 STANDARD
LENGTHS (mm) 390 460 580 ACCELERATED
TRIMS NO NO NO
IN FLIGHT WEIGHT MAXIMUM kg 70 85 100
MINIMUM kg 90 105 120
GLIDER WEIGHT kg 4.7 4.7 4.7
CERTIFICATION EN pending B pending
CANOPY FABRIC CODE
Upper surface NCV 9092-E85A, NCV 9017-E77A
Bottom surface NCV 9017-E68A
Proles NCV 9017 - E29A
Diagonals NCV 9017 - E29A
Loops COUSIN 608 10mm
Reinforcement loops NCV F06391 - E45A
Internal construction D-Ribs, H-Straps, Mini ribs NCV 9017 - E29A
Thread Seral 40/2000, 60/2000
SUSPENSION LINES FABRIC CODE
Upper cascades Edelrid A-7000-120-000
Upper cascades Edelrid A-7000-080-000
Upper cascades Edelrid A-7000-065-000
Middle cascades Edelrid A-7000-065-000
Main Edelrid A-7000-200-000
Main Edelrid A-7000-160-00
Break lines Cousin 12110/0.6 - Dyneema
Break lines Cousin 12250/0.9 - Dyneema
Main break Cousin Red 260 / 2.1mm Dyneema
Thread Seral Amann 60/0415
RISERS FABRIC CODE
Material
Webbing Cousin 3455-12mm, Güth & Wolf 70 404/12,5mm Dyneema
Material Cousin 3455-12mm Kevlar
Color indicator Omnitech 200/200PU
Thread Seral Amann 20/4000, 20/1078
Break Swivel Fob ningbo - china 6mm
Maillons Rapid Peguet MRNI03.0
Pulleys 4x Harken 467 16mm ball bearing pulley
1. A1 riser
2. A2 riser, (Ears)
3. B riser, (B-Stall)
4. C riser
5. Maillons
6. Main attachment point
7. Speed bar attachment point
8. Speed bar pulleys (200mm)
9. Break handle
10. Break line pulley
11. Main break line
12. Clip for break handle
13. ROOK has no trimmers or any
other adjustable or removable
device
4.
3.
2.
10.
6.
7.
12.
1.
5.
9.
11.
8.

29
28
Line lengths ROOK M
Triple Seven ROOK M Lines Length (mm)
First gallery
Lines A mm Lines B mm Lines C mm Lines D mm BR lines mm
a1 1852 b1 1702 c1 490 br1 1584
a2 1814 b2 1670 c2 502 br2 1208
a3 1726 b3 1576 c3 454 br3 996
a4 1710 b4 1574 c4 518 br4 1256
a5 2110 b5 2066 c5 1992 br5 1176
a6 1978 b6 1950 c6 1860 br6 1274
a7 1992 b7 1952 c7 1840 br7 694
a8 1090 b8 1042 c8 946 br8 638
a9 862 b9 858 br9 614
br10 610
br11 564
br12 512
Second gallery
Lines A mm Lines B mm Lines C mm Lines D mm BR lines mm
1c1 978 d1 626 1br1 1302
1c2 950 d2 632 1br2 848
1c3 910 d3 584 1br3 1602
1c4 838 d4 626 1br4 1554
Main Lines Stabilo Lines
Lines A mm Lines B mm Lines C mm Lines D mm BR lines mm STB mm
1a1 4710 1b1 4768 2c1 5112 2br1 1594 stab2 478
1a2 4784 1b2 4856 2c2 5190 2br1 1758 stab1 548
1a3 4359 1b3 4326 2c3 4487 2br2 1352 stab. main 4472
3br1 1514
br main 1800 cut
Line plan ROOK

30 31
Certication specimens
Class: B
In accordance with EN standards 926-2:2005 & 926-1:2006: PG_0547.2012
Date of issue (DMY): 09. 03. 2012
Manufacturer: 777 jadralna padala d.o.o.
Model: Rook M
Serial number:
Configuration during flight tests
Paraglider Accessories
Maximum weight in flight (kg) 105 Range of speed system (cm) 20
Minimum weight in flight (kg) 80 Speed range using brakes (km/h) 14
Glider's weight (kg) 4.8 Range of trimmers (cm) 0
Number of risers 3Total speed range with accessories (km/h) 28
Projected area (m2) 22.4
Harness used for testing (max weight) Inspections (whichever happens first)
Harness type ABS every 12 months or every 100 flying hours
Harness brand Sup' Air Warning! Before use refer to user's manual
Harness model Access Person or company having presented the
glider for testing: Aliaz Valic
Harness to risers distance (cm) 49
Distance between risers (cm) 46
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
B
10
B
11
A
12
A
13
B
14
B
15
A
16
A
17
A
18
A
19
A
20
B
21
A
22
A
23
A
24
0
Flight test report: PG_0547.2012 / page 2 of 3
Dive forward angle on exit / Change of course Dive forward 0° to 30° / Keeping
course
AD ive forward 0° to 30° / Entering a
turn of less than 90°
A
Cascade occursN oA No A
11. Exiting deep stall (parachutal stall) A
Deep stall achieved YesA YesA
RecoveryS pontaneous in less than 3 s AS pontaneous in less than 3 s A
Dive forward angle on exitD ive forward 0° to 30° AD ive forward 0° to 30° A
Change of course Changing course less than 45° AC hanging course less than 45° A
Cascade occursN oA No A
12. High angle of attack recoveryA
RecoveryS pontaneous in less than 3 s AS pontaneous in less than 3 s A
Cascade occursN oA No A
13. Recovery from a developed full stall B
Dive forward angle on exitD ive forward 0° to 30° AD ive forward 30° to 60° B
Collapse No collapse AN o collapse A
Cascade occurs (other than collapses) No AN oA
Rocking back Less than 45° A Less than 45° A
Line tension Most lines tight AM ost lines tight A
14. Asymmetric collapse B
With 50% collapse
Change of course until re-inflation / Maximum dive forward or
roll angle
Less than 90° / Dive or roll angle
15° to 45°
A Less than 90° / Dive or roll angle 0°
to 15°
A
Re-inflation behaviour Spontaneous re-inflation AS pontaneous re-inflation A
Total change of course Less than 360° A Less than 360° A
Collapse on the opposite side occursN oA No A
Twist occursN oA No A
Cascade occursN oA No A
With 75% collapse
Change of course until re-inflation / Maximum dive forward or
roll angle
90° to 180° / Dive or roll angle
15° to 45°
B 90° to 180° / Dive or roll angle 15°
to 45°
B
Re-inflation behaviour Spontaneous re-inflation AS pontaneous re-inflation A
Total change of course Less than 360° A Less than 360° A
Collapse on the opposite side occursN oA No A
Twist occursN oA No A
Cascade occursN oA No A
With 50% collapse and accelerator
Change of course until re-inflation / Maximum dive forward or
roll angle
Less than 90° / Dive or roll angle
15° to 45°
A Less than 90° / Dive or roll angle
15° to 45°
A
Re-inflation behaviour Spontaneous re-inflation AS pontaneous re-inflation A
Total change of course Less than 360° A Less than 360° A
Collapse on the opposite side occursN oA No A
Twist occursN oA No A
Cascade occursN oA No A
With 75% collapse and accelerator
Change of course until re-inflation / Maximum dive forward or
roll angle
90° to 180° / Dive or roll angle
15° to 45°
B 90° to 180° / Dive or roll angle 15°
to 45°
B
Re-inflation behaviour Spontaneous re-inflation AS pontaneous re-inflation A
Total change of course Less than 360° A Less than 360° A
Collapse on the opposite side occursN oA No A
Twist occursN oA No A
Cascade occursN oA No A
15. Directional control with a maintained asymmetric
collapse
A
Able to keep course YesA YesA
180° turn away from the collapsed side possible in 10 sY es AY es A
Amount of control range between turn and stall or spin More than 50 % of the
symmetric control travel
AM ore than 50 % of the symmetric
control travel
A
Flight test report: PG_0547.2012 / page 3 of 3
16. Trim speed spin tendency A
Spin occursN oA NoA
17. Low speed spin tendency A
Spin occursN oA NoA
18. Recovery from a developed spinA
Spin rotation angle after release Stops spinning in less than 90° AS tops spinning in less than 90° A
Cascade occursN oA NoA
19. B-line stallA
Change of course before release Changing course less than 45° AC hanging course less than 45° A
Behaviour before release Remains stable with straight
span
AR emains stable with straight span A
RecoveryS pontaneous in less than 3 sA Spontaneous in less than 3 sA
Dive forward angle on exitD ive forward 0° to 30° AD ive forward 30° to 60° A
Cascade occursN oA NoA
20. Big earsB
Entry procedureD edicated controls AS tandard technique A
Behaviour during big earsS table flight AS table flight A
RecoveryS pontaneous in 3 s to 5 s BS pontaneous in less than 3 sA
Dive forward angle on exitD ive forward 0° to 30° AD ive forward 0° to 30° A
21. Big ears in accelerated flight A
Entry procedureD edicated controls AS tandard technique A
Behaviour during big earsS table flight AS table flight A
RecoveryS pontaneous in 3 s to 5 s AS pontaneous in less than 3 sA
Dive forward angle on exitD ive forward 0° to 30° AD ive forward 0° to 30° A
Behaviour immediately after releasing the accelerator while
maintaining big ears
Stable flight AS table flight A
22. Behaviour exiting a steep spiralA
Tendency to return to straight flight Spontaneous exitA Spontaneous exitA
Turn angle to recover normal flight Less than 720°, spontaneous
recovery
A Less than 720°, spontaneous
recovery
A
Sink rate when evaluating spiral stability [m/s]1 61 8
23. Alternative means of directional controlA
180° turn achievable in 20 sY es AY es A
Stall or spin occursN oA NoA
24. Any other flight procedure and/or configuration
described in the user's manual
0
Procedure works as described not available0 not available0
Procedure suitable for novice pilots not available0 not available0
Cascade occurs not available0 not available0
25. Comments of test pilot
Comments
Flight test report: EN
Manufacturer 777 jadralna padala d.o.o. Certification number PG_0547.2012
Address Ulica Ane Ziherlove 10
1000 Ljubljana
Slovenia
Date of flight test 28. 02. 2012
RepresentativeA liaz Valic Place of test Villeneuve
Glider model Rook MC lassificationB
Trimmern o
Test pilot Thurnheer Claude Berruex Gilles
Harness Sup' Air - Altiplume M Sup' Air - Access
Total weight in flight (kg) 80 105
Flight test report: PG_0547.2012 / page 1 of 3
1. Inflation/Take-offA
Rising behaviour Smooth, easy and constant rising AS mooth, easy and constant rising A
Special take off technique requiredN oA No A
2. Landing A
Special landing technique requiredN oA No A
3. Speed in straight flight A
Trim speed more than 30 km/h YesA YesA
Speed range using the controls larger than 10 km/h YesA YesA
Minimum speed Less than 25 km/h A Less than 25 km/h A
4. Control movement A
Max. weight in flight up to 80 kg
Symmetric control pressure / travel not available0 not available0
Max. weight in flight 80 kg to 100 kg
Symmetric control pressure / travel Increasing / greater than 60 cm A not available0
Max. weight in flight greater than 100 kg
Symmetric control pressure / travel not available0 Increasing / greater than 65 cm A
5. Pitch stability exiting accelerated flight A
Dive forward angle on exitD ive forward less than 30° AD ive forward less than 30° A
Collapse occursN oA No A
6. Pitch stability operating controls during accelerated
flight
A
Collapse occursN oA No A
7. Roll stability and damping A
Oscillations Reducing AR educing A
8. Stability in gentle spirals A
Tendency to return to straight flightS pontaneous exitA Spontaneous exitA
9. Behaviour in a steeply banked turn B
Sink rate after two turns 12 m/s to 14 m/sA More than 14 m/sB
10. Symmetric front collapse B
Entry Rocking back less than 45° AR ocking back less than 45° A
RecoveryS pontaneous in 3 s to 5 s BS pontaneous in less than 3 sA
Dive forward angle on exit / Change of course Dive forward 0° to 30° / Keeping
course
AD ive forward 0° to 30° / Entering a
turn of less than 90°
A
Cascade occursN oA No A
With accelerator
Entry Rocking back less than 45° AR ocking back less than 45° A
RecoveryS pontaneous in 3 s to 5 s BS pontaneous in less than 3 sA

3232 33
Safety and responsibility
Paragliding is a dangerous and high risk activity, where safety depends on the person
practicing it. By purchasing this equipment you are responsible to be a certied paragliding
pilot, and you accept all risks involved in paragliding activities, including serious injury and
death. Improper use or misuse of paragliding equipment considerably increases these risks.
The designer, manufacturer, distributor, wholesaler and retailer cannot and will not guarantee
your safety when using this equipment or accept responsibility for any damage, injury or death
as a result of the use of this equipment. This equipment should only be used by qualied and
competent pilots or by pilots under supervision of qualied paragliding instructors. You must
not use this equipment if you are not trained.
You alone as a qualied and competent pilot must take full responsibility to ensure that you
understand the correct and safe use and maintenance of this paragliding equipment and to
use it only for the purpose that it was designed for and to practice all proper safety procedures
before and during its use.
Guarantee
Triple Seven WARRANTY:
All Triple Seven products are fully warranted for 12 months, against material defects that are
not the result of normal wear or accidental damage.

35 34
Contact
Triple Seven Gliders
Company: 777 jadralna padala d.o.o.
Address: Ulica Ane Ziherlove 10
Postal Code / City: 1000 Ljubljana
Country: Slovenia
Tel.: [phone]
Email: [email protected]
Online resources
For complete help, the latest news, product
information and support go to:
Ocial website:
www.777gliders.com
Facebook:
www.facebook.com/TripleSevenParagliders
Newsletter register:
www.777gliders.com/newsletter/subscriptions
Ask questions, make suggestions
General questions:
[email protected]
Registration information
To fully use all Triple Seven maintenance and warranty services you need to register your glider
on our website. Wanting to provide good product support, we invite you to do so, even if you
bought your glider second-hand.
Triple Seven Warranty & Product registration:
http://www.777gliders.com/tripleseven/support
Get involved
As a new Triple Seven pilot we invite you to contact us in case of any technical or practical
issues regarding equipment or techniques. We also invite you to send us your ying photos,
videos or even postcards. We would like to hear from you and your exciting adventures with
your new ROOK! Finally, join our Facebook community and share the passion. Have fun!

36
Top 5 XC tips
1. Master your equipment and techniques. Climbing is the most important! Practice it, especially in
weak conditions and don’t be afraid to bomb out. Attend safety and XC courses and learn to y your
glider safely along its full speed range.
2. When circling in a weak thermal, cruise and explore it for better lift. When you hit strong cores,
tighten up!
3. Know the theory and try it out! Imagine thermals and when you nd them, look down and think...
Where is it coming from? What was the trigger? Look around, Look around, Look around! Use every
sign of luck and don’t hesitate to take it.
4. Plan your XC at home and let your imagination free. In this way, you will have a mission on the take-
o and you will not be taken by surprise at cloud base, not knowing what to do next.
5. Fly together with friends and have fun! Share exciting experiences, ask questions and don’t forget
the rst rule of aviation - always have an alternative option or plan B.
“Primoz Susa”