U-Turn Tandem U2 DHV 1 User manual

- Owner’s Manual
- DHV Musterzulassung
- DHV Line data
Copyright ©
2003 by U-Turn GmbH, all rights preserved. No part of this publication may be reproduced or
developed further on in any way without written approval of the U-Turn GmbH
Text and Graphics: Ernst Strobl, Stefan Preuß, EWS
All technical details in this manual have been carefully checked by U-TURN. However we like to
mention that we don't take any liability for possible mistakes, neither in legal responsibility, nor
in liability cases that derive from mistakable details.We preserve the right to change this manu-
al in any way to achieve technical improvements.
Februar 2005 / Revision 1.2

U-Turn Contact
The U-TURN crew congratulates you on buying a new U-TURN
Paraglider. You made a supreme choice. We wish you long and
enjoyable flights and many happy landings with your U-TURN
U2.
Looking back at a long tradition in air sports, U-TURN provides
state of the art technology, and with our unique concepts we
are setting the standard for the market. The combination of
top notch construction technology and the know-how of expe-
rienced test- and competition pilots provide the tools for our
professional work.
Our customer's needs and demands are the guideline for our
work; therefore we like to get your suggestions and critique.
Should there be any open questions please feel free to contact
your U-TURN dealership or our company. We are glad to assist
you in any possible way.
To keep you in the loop of information about the latest techni-
cal improvements and innovations about U-TURN products, we
ask you to fill in the questionnaire and send it back to:
U-TURN GmbH
Paragliders and Kites
Esslinger Straße 23
D-78054 Villingen-Schwennigen
Tel. [phone]
Fax: [phone]
Internet: www.u-turn.de
E-mail: [email protected]
Please read this manual carefully and understand the informa-
tions it contains before you operate your U2 for the first time.
We wrote this manual for your safety and to enable you to
easily operate you're U2.
!

Answer sheet
Name:
First name:
Address
Telephone Nr.:
E-Mail:
U-Turn U2 Serial Nr:
Date of purchase:
Dealership:
Tested by:
Paraglider since:
Flying hours:
Club:

Legal Aspects 10
Your Passenger 10-11
Equipment 11
Flying Site and Passenger 11-12
Clip-In And Check 13
Launch Position 14
Inflation Of The Glider 14
Flight 15
Landing 15-16
After The Landing 16
Technical Specifications 17-18
Suspension System Of The U2 19
AFS system and new features 10-11
Lines 19
Risers 20
Unaccelerated State 20
Accelerated State 20
The Spreader Bars 21
Trimmers 21
General Aspects Of Tandem Flying 10
Introduction 9
Technical Description Of The U2 16
Contents

Harness 22
Rescue System 22
Flying The U2 23
Operation 23
Aerobatics 23
Motorised Paragliding 23
Tandem Flying 23
Pre-Flight Check 23-24
Clip-In To The Spreader Bars 24
The Tandem Safety System 25
Takeoff 25
Turning 26
Thermals And Turbulence 26
Landing 27
Towing 27
Wingover 28
Front Tuck 28
Deep Stall 29
Full Stall 29
Negative Turn / Spin 29
Extreme Manoeuvres 28
Behavior In Extreme Flying conditions 28
Technical Description Of The U2 9
Contents

Line Data 37-38
Canopy Deflation 30
Extreme Flugmanöver 30
Big Ears 31
B-Stall 31
Spiral Dive 30
Manoeuvres For Rapid Loss Of Altitude 30
Maintenance And Repairs 32-33
Some Closing Words 33
U2 Assembly drawing 34
DHV Luftsportgeräte-Kennblatt 35-36
DHV Musterzulassung 39-40
Anhang
Emergency Steering 30
Contents

A warm welcome at U-Turn. Thank you for taking stock in our
products and the philosophy behind them.
The limits of physics are unbribable. To do the most practica-
ble within this given frame is our goal. We concede: This is an
ambitious and somehow immodest demand, but you`ll find U-
Turn allways at the cutting edge of technology. Oscar Wilde
once said in his very british understatement, his taste is just
basic: Only the best is allways good enough. The U-Turn-team
agreees with this attitude: We always want to deliver the best
possible glider. Not more, but certainly not less.
Sounds at first glance not to become a mass-producer with
this philosophy, but we are convinced: There is not only an
existing market of those, who appreciate quality at reasonable
prices this market is growing strongly. Our gliders are availa-
ble only at selected flight academies that provide outstanding
competence, high-quality service and tremendous customer
care.
Products, designed by pilots for pilots with this basic taste:
The best... This is U-Turn´s story. Test our newest gliders in
our handpicked Competence-Centers. A well-educated team of
flight-instructors and test-pilots will accompany you in finding
the most suitable glider. Due to our close collaboration with
our Competence-Centers, not only newcomer will be advised,
but also experienced pilots: Beginning from speed-system
finetuning as far as any maintenance procedures, in brief:
From soup to nuts. And all in your flying region.
Thomas & Ernst
Seite 9
Introduction

AFS system and new features
To paraglide with lots of fun and have the highest level of security pos-
sible, this is the promise of the revolutionary AFS-System (Automatic
Flight Stabilisation). It intervenes for the benefit of safety when an inex-
perienced pilot, or a pilot in trouble, enters turbulence and is unable to
fly actively. AFS works like the Electronic Stability Programs known in
the automotive industry, you could call it an “ESP for the air”.
By implementing many technical innovations, designer Ernst Strobl
entered a new dimension in glider design, having invented both the
Improved Stabilisation System (IST) and the Multiple Speed System
(MSS). Strobl now presents a paradigm shift: For the first time a desi-
gner has managed to allow safety to happen automatically to a certain
extent.
The core innovation of the AFS-system is based on the principle of pre-
tensioning the undersurface at the trailing edge. “This idea I had during
a flight”, Strobl recalls his sudden inspiration, “It must be possible to pre-
tension the under-surface by making sure of an exactly calculated cut –
so that on the one hand the canopy is neutral while there is enough
pressure inside, but on the other hand any drop of pressure causes the
system to react”.
Dozens of computer-based calculations with high-end software from the
aviation industry allowed the break-through to be achieved. A special
production process around the brake attachment points leads to the
desired effect. Whilst the canopy is gliding through smooth air and there
is enough pressure inside, the pre-tensioning is neutralised and the trai-
ling edge stays aerodynamically perfect like a conventional glider.
When entering turbulent air with the U2 the system adjusts immediate-
ly, even the slightest drop of internal pressure allows the system to
react. The pre-tensioning at the trailing edge is effectively like pulling
the brakes.
A canopy featuring the AFS-system reacts without any steering or bra-
king action from the pilot exactly in the way that the safety experts of the
DHV recommend: It flies actively and therefore safely. Ernst Strobl
recalls the fine-tuning, “Our computer-based calculations were impres-
sively confirmed during our tests”.
The system is extremely responsive and top-quality manufacturing is
necessary. U-Turn Co-founder Thomas Vosseler adds, “We will guaran-
tee a strongly supervised manufacturing process”.
Andreas Schubert, of the “Rhöner Gleitschirmschulen”, who has taught
10 % of all new pilots in Germany over the last ten years confirms, “This
is a major step as far as safety is concerned. The main reason for acci-
dents, the full collapse of the canopy, is minimized dramatically”.

AFS system and new features
The principle of the pre-tensioning of the canopy led Strobl to more
design improvements.AFS works best in combination with the geometric
setting of the profiles. This means that the profiles do not run lengthwise
along the canopy (90 degrees to flight direction), but at an angle between
80 and 100 degrees, allowing every cell to perform in the optimal way.
Furthermore, Strobl did not design the width of the cells uniformly; he
used a very fine tuned asymmetry that also required lots of computer
power to calculate. Strobl calls this dynamic cell-width reduction. In a
third step the whole system works more efficiently by using a swept-back
design of the wing tips.
Together these innovations lead to better characteristics under normal
flight conditions. “First I have to mention the optimal start behaviour,”
says Strobl, “The first glider providing the new system is called BODY-
GUARD; a DHV 1 glider that will set fantastic benchmarks. The BODY-
GUARD is easily to inflate in all kinds of wind; there is no need for pul-
ling theA-risers or other tricks and it is impossible for the canopy to beco-
me stuck before the overhead position. Inflation is easy even for begin-
ners and due to the AFS-System the canopy sits right above the pilot. If
the canopy falls backwards, the BODYGUARD comes up immediately
after releasing the brakes – even at angles where other gliders give up”.
The new construction principle also automatically improves the stall cha-
racteristics in flight. Pilots can slow down the BODYGUARD to very low
speed without having to lose manoeuvrability. The newcomer will come
to terms and feel comfortable with an AFS-glider on the first flight for
another reason: “The wing tip comes slightly forward when the brakes
are pulled”, Strobl explains, “the canopy sits right above the pilot and this
effect can even be seen while Paramotoring, this is what inexperienced
pilots will appreciate”.

Seite 10
Legal Aspects
Your passenger
The pilot of a tandem flight takes on a heavy responsibility and it
is absolutely necessary that he is familiar with all of the legal aspects.
Knowledge of the rules and regulations are taught during the tandem
pilots course. They are essential for correct and proper tandem flying.
An extract of important decrees and statutes for tandem flying in
Germany follows:
LuftPersV § 134
LuftBO § 57
LuftVG §§ 44-49, § 58 and § 20
LuftVO § 43
LuftVZO § 23
Note: The list above is just an abstract. It does not raise a claim for
completeness. We alert you to inform yourself about the statutes
effeective in your country or the country you are flying.
Be aware, that the first flight (especially from a high mountain) is a par-
ticularly exciting experience for every passenger.
IN GENERAL: Do not feel under pressure or be in a rush to fly.
During the ride to the launch site, you should be calm and confident to
promote confidence in the passenger. Explain the weather conditions,
tell about flight experiences and answer all questions, even if they con-
cern difficult situations.
Choose a quiet launch site and inspect the conditions for the takeoff
run. It is recommended that you do a warm up with the passenger and
practice running, either in line or side by side, whichever you prefer. It
is very important to inform the passenger that the start combines two
stages: inflation and acceleration.
!
!

Seite 11
Your passenger
Equipment
Flying Site and passenger
Experience has shown that many passengers sit down in the harness
too soon, when the initial run is slowed down by the glider. This results
in a start-stop. You must explain that it is necessary to inflate the glider
by doing slow steps (this allows corrections), then accelerate to give the
glider flying speed.
EXEPTION: With a head wind, passenger and pilot have to push against
the wind during in the inflation stage to avoid being pulled backwards.
The passenger´s clothing should be suitable for the conditions. He must
wear ankle-high boots with non-slip soles and a helmet. Gloves are
recommended. Integral helmets are safer, however, they should be
equipped with a wide removable chin piece. Please inform the passen-
ger about the required equipment in time.
Choose the appropriate launch site with the special requirements
of tandem flying in mind. It should also be absolutely obstaclefree. You
have to consider the possibility of a longer run off and limited correction
possiblities. For the takeoff run the following calls are arranged:
• go (better: 3-2-1 go)
• run
• stop
• right
• left
With the call "go", the passenger should help to pull the glider up. In case
of a launch stop the pilot calls "stop". Corrections of direction are done
by announcing the change of direction. Agree upon the direction of a
possible launch stop before begining the launch sequence. Due to the
higher wing loading tandem flying usually requires a longer run and a
higher flight speed.
Talk to your passenger about further flight stages. Never force a reluc-
tant passenger to launch. To overcome fear, ask your passenger not to
look down, but to pay attention to other aspects of the flight. Although
only the pilot is responsible for the control of the glider, let your
passenger participate in all activities. After the canopy is laid out and the
lines are arranged, the pilot helps the passenger to put on the harness.
It is recommended that you perform a seated test, lifting the passenger
with the help of another pilot and adjusting the harness as necessary.

Flying Site and passenger
Clip-In And Check
Launch Position
Seite 12
Proper adjustment of leg loops and chest strap is very important.
Many passengers tend to sit down on landing and
harnesses equipped with airbag or back protector are recommended.
The passenger is cliped in to the longer or shorter (if available)
loop of the spreader bar depending on height. If the passenger is shor-
ter than the pilot he is cliped into the lower loop. This prevents the pas-
senger being lifted up too soon.
After you are cliped in to the spreader bar including risers,
and the carabiners are connected, the passenger stands in front
of you to be cliped in properly. Ask your passenger to visually
follow the process. Do not forget: double check that all connections
have been fastened securely.
During all flight stages the passenger is in front of or next
to the pilot. Safety reasons do not permit a position behind the pilot!
Launch position is either "in line" (passenger in front) or "side by side".
a) "in line"
A positive aspect of this method is that the passenger does not swing
forward. During acceleration he can more easily be pushed in the right
direction. Also an additional nudge with the knee can prevent him from
sitting down too early.
b) "side by side"
With this method you have better running possibilities and more room to
move. For a reverse launch this position is also favorable. A disadvanta-
ge, that is often mentioned, is that the passenger swings forward after
takeoff. This can be prevented if the passenger holds on to the chest
stap or to the cross bracing of the pilot. This launch position is difficult in
strong winds, as the passenger cannot help to push against the wind and
aid the inflation stage. In this case a reverse launch is recommended.
(or assisted launch by two experienced pilots).
With the "in line" method , the passenger should hold on to the loop of
the spreader bar, just above the carabiners. With the "side by side"
method hold on to the hip or the chest strap of the pilot.
CAUTION: Perform the 5-point-check just before launch: both
harnesses, carabiners, suspension (spreader bar), lines including
brakes and the proper position of the glider.

Seite 13
The pilot inflates the glider as described in the instructions. With the "in
line" method the passenger can help to raise the glider by holding on to
the spreader bar above the carabiners. This offers the advantage of the
passenger taking part in the launch process.
You must check that the glider is properly inflated and not over-flying. If
there are any problems, stop the launch. If the glider is properly infla-
ted and the lines are untangled, "run" is the call for an aggressive run
until the takeoff point.
Inflation Of The Glider
Flight
After take-off ask the passenger to look up to the inflated glider. This
builds confidence in the aircraft (and calms him down).Ask your passen-
ger, if he is comfortable in his harness.
If his knees hang downwards, he is not yet in the right position.
If his knees clearly point upwards, the passenger has already
slipped into the harness. If necessary, the pilot should help the passen-
ger to slip into the harness properly. Only then, the pilot himself adjusts
his own harness.
Please always be aware that the turning circle of a biplace needs more
room, steering is slower than with your familiar solo glider and generally
needs stronger steering. How-ever, handling can be decisevely impro-
ved by weight shifting.
When you sit behind your passenger, you cannot look in his eyes. So talk
with your passenger to encourage him and to judge how he is feeling.
Advise the passenger to look at the horizon and not to look down. In
general: the more relaxed the pilot is, the more confidence the passen-
ger will have and the more he will enjoy the flight.
Landing preparations should only be made during the flight.
Explanations before the launch would be too much information at one
time. Especially for the preparation of the landing after long flights, it is
recommended to stimulate blood circulation in the legs.
Check wind direction at the landing field, height and air traffic before fly-
ing into position with sufficient height. This is very important, due to the
higher approach speed and the limited flexibility of tandem flighing. A
downwind landing brings a high risk of injury and should be avoided! I
possible, allow more room on approach than is usual with a solo glider.
Landing

Seite 16
Landing
Technical Specifications
After The Landing
Avoid corrections close to the ground. Experience has shown, that
despite the order to keep on running, many passengers sit down on lan-
ding. To avoid injuries, pilot and passenger should be side by side in
any case. Tell the passenger not to put out his hands on landing, due
to the injury risk. On final approach, use one leg to push the passenger
to the side and give the signal to slip out of the harness into an upright
position. Then then get ready to start running! It is your responsibility to
check the passenger´s position.
For a safe, easy landing make the final approach with good speed and
apply the brakes gradually and firmly. The perfectly executed landing
will be slow and gentle.
Offer the passenger the opportunity to describe his experiences or to
ask questions.
The profile of U2 has been specially developed by U-Turn
to meet all possible requirements of a fast and safe tandem with
Intermediate character and gives high performance combined
with optimum safety. The U2 is constructed of nylon cloth
which is particularly stretch-stable, durable and is specially
treated for UV resistance.

Seite 17
Technical Specifications
Minimum sink / glide ratio:
Our products belong in each performance class to the best ones
in the market. We want you to forget the adds with the fantastic glide
ratio declarations. go out! Try and compare!

Suspension System Of The U2
Lines
The U2 lines are made of 1.1, 1.3, 1.6, 1.9 and 2.3mm
Tai-Gu lines with a specially twisted Co-Aramid-heart. This high
tech line is extremely tear-resistant and stretch-stable. This is
essential to avoid changes of flight behavior due to differentialstret-
ching.
The suspension line system is formed of single lines, looped and sewn
at both ends. Suspension lines and brake lines bifurcate in the upper
area.
The lines of one wing are collected to 5 groups:
A: A1-A2
A: A3-A4
B: B1-B5
C: C1-C4
D: D1-D4
The lines are coloured to support easy identification, handling and con-
trol. Special line collectors on the maillons prevent slipping of the lines.
The main brake lines go thorough pullies at the D-risers.
They are marked with a black dot at the point where the brake handle
is fixed. This adjustment allows enough travel in extreme flight situa-
tions and for landing and should not be changed .
Seite 18
Technische Daten
More construction details including line lengths of the U-Turn FAT
WILLIE can be obtained from the certification specification sheets
which form part of this manual.
At the time of delivery this glider conforms to DHV and AFNOR (SHV
and ACPUL) requirements (see certification information as part of this
manual).
Any changes made to the glider by the purchaser invalidate its
certification.
Use this paraglider at your own risk. Each pilot is responsible for
his / her own safety.
Perform a careful pre-flight check of the glider before each flight.

Seite 19
Risers
The A- and B-risers are differently coloured, to guarantee clear identifi-
cation during launch and fast descents with B-Stall. Additionally, to ease
B-Stalls, the B-riser is made longer and features a pulley system.
Unaccelerated State Accelerated State

The Spreader Bars
Trimmers
The U2 is equipped with a special spreader bar. It serves to keep the
distance between pilot and passenger, which guarantees comfortable
and fatigue-free flying.
For a detailed description of this set-up, have a look at the "Flying The
U2 / Clip-In To The Spreader Bar" chapter.
The U2 is equipped with Trimmers, which attach to the C-D-risers. The
Trimmers adjust the trim speed. Slightly opening the trimmers eases
takeoff under bad conditions.
If you fly the U2 at the lower load limit, it is also recommended to slight-
ly open the trimmers during takeoff and flight. Handling and behavior in
the turn is positively influenced by a slightly higher trim speed.
The U2 is designed to retain optimum stability at a wide range of
speeds. Despite its high performance this tandem is very easy to fly.
The U-Turn U2 allows the pilot to concentrate on the flight.
A
B, C
D, E
Seite 20

Seite 22
Harness
Rescue System
Any harness with hang points near chest height can be used. The lower
the hang point of the harness, the better the pilot can steer the U2 with
weight shift.
A DHV orACPUL certified harness if recommended. For the pilot, a spe-
cial tandem harness has proved effective, guaranteeing optimal room to
move during takeoff, flight and landing. For the passenger a simple har-
ness with a shockabsorbing back protector is recommended. Too many
adjustment points can confuse the passenger and make him feel inse-
cure.
Note that the height of the hang point also affects the brake line length.
If you have any questions about the harness with the U2, please contact
your dealer or U-Turn.
Carrying a rescue system is not only mandatory, it is also extremely dan-
gerous to fly without it.
When you choose a safety system, make sure that it is certified and sui-
table for the planned takeoff weight.
For example the U-Turn Protekt Bi. The safety system should be moun-
ted to the harness of the pilot where an accidental deployment by pilot
or passenger can be avoided. It is important, that the bridle(s) of the
safety system are hooked to the main suspension of the spreader bars.
(If it is mounted to the pilots harness the passenger would hang about 1
meter lower, bringing a high injury risk when landing!) It is advisable to
perform training for the proper handling of the safety system. Today´s
biplace gliders with more than 40 sqm area develop high loads and are
extremely difficult to take in after parachute deployment.

Seite 23
Operation
The U2 has been developed and tested exclusively for foot and winch
launch operation. Other operations are not allowed.
Aerobatics
The U2 has not been developped and tested for aerobatics. It is also
neither suitable nor certified for aerobatics. Aerobatics with the U2 are
seriously dangerous. Doing aerobatics can induce flying configurations
where you enter non controllable manoeuvres. It can also overload
material and ask too much of the pilot.
Motorised Paragliding
Tandem Flying
Pre-Flight Check
The U2 has not been tested or certified for use with any kind of engine.
If you want to fly the U2 motorised, please get in touch with the manu-
facturer of the engine and U-Turn to check on certification and suitabil-
ty of this configuration.
The U2 is developed for biplace operation. It is not certified for single or
multiplace (more than 2 persons) operation. All persons have to be
authorized and equipment must be certified specially for biplace flying.
This is necessary for pilot, passenger, harness, safety system and tan-
dem suspension.
As for any aircraft, a pre-flight check is required for the U-Turn U2.
Tandem gliders are often used by different pilots, if you are not the only
one who uses the glider, please perform the check thoroughly. If you let
someone else use the glider, please remind him to do the pre-flight
check. Also make sure that he knows the operation limits of U2and is
authorized to fly. Prior to each flight check spreader bar, risers, lines
and canopy for damage - if any is detected, don´t launch. Remember -
one faulty component can cause the whole structural stability of your
glider fail. Unpack your glider in a semi-circle shape. This ensures
that the centre cells begin flying before the tips. When unfolding your
glider, consider the wind direction and arrange your glider so that your
takeoff run is directly into the wind. Once the glider is free and untan-
gled, check to make sure that all lines come directly to the riser. The
lines must be arranged so that there are no tangles and the A-lines are
on top.