WINDTECH MAD MAX-2 User manual

MAD MAX-2
POWERED BY WINDTECH
manual

> english ––––––––––––––– Page 3
> español –––––––––––– Página 15
> francais –––––––––––––– Page 27

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Windtech
w w w . w i n d t e c h . e s
MAD MAX-2
36-39-42
flight manual
english

4
> index
> congratulations –––––––––––––––––––––––––––––– 05
> warning &liability ––––––––––––––––––––––––––– 06
> design materials ––––––––––––––––––––––––––––– 06
> best glide ––––––––––––––––––––––––––––––––––– 08
-- un-powered flight –––––––––––––––––––––––––– 08
-- powered flight –––––––––––––––––––––––––––––– 09
> flight –––––––––––––––––––––––––––––––––––––– 09
-- inflation and take off ––––––––––––––––––––––– 09
> flying in turbulence ––––––––––––––––––––––––––– 10
-- asymmetrical tuck/collapse –––––––––––––––––––– 10
-- front/symmetrical tuck collapse –––––––––––––––– 11
-- asymmetric stall (spin)–––––––––––––––––––––––––– 11
-- landing –––––––––––––––––––––––––––––––––––– 11
> weather to fly ––––––––––––––––––––––––––––––– 12
> emergency procedures &quick descent techniques –12
-- big ears ––––––––––––––––––––––––––––––––––– 12
-- spiral drive ––––––––––––––––––––––––––––––––– 12
-- b line stall –––––––––––––––––––––––––––––––––– 13
> maintenance –––––––––––––––––––––––––––––––– 13
> warranty ––––––––––––––––––––––––––––––––––– 14
> technical specifications ––––––––––––––––––––––– 39
> line measurements ––––––––––––––––––––––––––– 40

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> congratulations
Congratulations on the purchase of your new MAD MAX-2.
The MAD MAX-2 has been carefully thought out and designed to make paramotor
flying as simple and enjoyable as possible.
We strongly recommend that before you fly the MAD MAX-2 you carefully read this
manual in order to be aware of any limitations, performances, take off and flight cha-
racteristics, landing procedures, emergency situation and maintenance.
We always appreciate your feedback, so please send us your comments, positive or
negative, in regard to the Windtech range.
You are the best feedback and support for future products, and please remember that
we are always happy to give you any help &advice.
Best winds >Windtech team
english

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> warning &liability
We have written this manual so that you can get to know your MAD MAX-2 better,
as well as some tips so that you feel comfortable with it from day one. We must make
it clear that, to fly this glider, IT IS NOT ENOUGH TO READ THIS MANUAL, but to have
passed a paramotor flight course, and have assimilated the concepts of flight, with and
without a motor.
Paragliding involves a risk, either due to the recklessness of the pilot himself, or due to
unexpected weather conditions, which in the worst case, can cause accidents. In addi-
tion, everything is a bit complicated with the use of engine thrust, accelerations and
decelerations can intervene in the resolution or aggravation of unexpected situations.
Windtech is not responsible, in any way, for loss or injury, directly or indirectly
derived from the use or misuse of its products.
> design
materials
The structure of the
MAD MAX-2 consists
of 50 cells of different
widths, with an internal
structure formed by dia-
gonals of different types,
depending on the width
of the drawer. This consi-
derably reduces the num-
ber of lines of lines and
achieves an excellent
definition. Its profile
gives it great security
(especially at high spe-
eds) and ease of infla-
tion, as well as efficient
turning if we use both
controls simultaneously.
-- cloth
The intrados and the extrados are made of 37 gr nylon. of grammage and high resis-
tance. The ribs have a more stable and resistant nylon, to prevent the deformation of
the profile, even after several years of intensive use. The ribs are made of polyester and
the anchors are also made of polyester tape. This specific model of paramotor is spe-

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cially reinforced in all its anchors, as well as in the union of the ribs with the intrados.
-- lines
Of various thicknesses, depending on the area of the paraglider, its core is made of
Superaramid and the cover is made of polyester to protect them against wear and
abrasion. The upper cascade of the brake lines is Dynema. The maillones of the bands
are made of stainless steel (800daN). The bands of the pre-stretched polyester bands
(900daN).
-- risers
We have designed these special risers to provide solutions to the different problems
that the conventional ones offered to lovers of powered flight. The most robust mate-
rials, especially in the seam of the main anchor. The path of the trim tape is equipped
with seams, making it impossible for it to come loose accidentally or in the event of an
incident during the flight, offering a greater degree of security while accurately indica-
ting the position where the trim is located.
The travel of the webbing of the trimmers is on a pulley system, which means a greatly
reduced chance that they will slip (a big problem with normal trimmers) in normal
flight or after a sudden shock or under high pressure, such as a collapse or steep turn,
offering a greater amount of security with
a very effective and easy to use system.
Ridges A and B are split in two to facilitate
lugging and to increase safety when using
the trim at high speed, modifying the tor-
sion of the wingtips. The trim is used to
trim the sail and to fly slower. The collec-
ted trim (has four marks with a seam), the
white one is the one we must use for take
off, landing, maximum glide, minimum sink
rate and flight in turbulence. The blue
mark, at the bottom, is only for slow or
thermal flight and to make the brakes less
physical and softer. If we release it up to a
red seam on the tape itself, we will achie-
ve high cruising speed (it depends a lot on
the load we use and the altitude at which
we fly), in which the risers compensate for
the fact that the wing goes backwards due
to the thrust of the engine, and positions it
again over our heads, achieving greater
speed and performance.
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It can be released further, until the next red seam and finally it can be fully released
but this position should only be used in absolutely calm conditions. When the MAD
MAX is flown with the trimmers loose, it is advisable to make the turns without tou-
ching the brakes, using only the double controls that activate the stables so as not to
deform the profile, since in that position the reflex will already be acting. If we don't
need more speed and the day is turbulent, we recommend setting the trim quickly in
the takeoff position and using the controls with caution.
> best glide
-- un-powered flight
The best glide without wind is obtained with the standard setting of the glider, that is,
with free brakes and with the trim located on the lower white seam (this position
coincides with all the maillons at
the same height).
With a headwind, the best glide
will be obtained with the follo-
wing trim:
-With 10km/h of face
we will drop 25%
-With 15km/h ahead
we will drop 50%
-With 25km/h of face
we will drop 100%
With a tailwind the best perfor-
mance is obtained with the trim
fully retracted in the blue seam
and 5% brake. The trim of this paraglider has been limited in its travel to a point
where the stability of the paraglider is still high and allows gaining 12/16 km/h. In any
case, it is advisable not to use it close to the ground and when we notice turbulence,
pick it up quickly to the takeoff position and fly in turbulence. Note that glide angle is
not affected by load, but safety yes.
Always fly a paraglider of your size and remember that if your takeoff weight is below
the stipulated minimum, the speed range decreases and takeoff and handling problems
appear, worsening especially in turbulent conditions, and the glider can be folded more
easily. If your takeoff weight is above the stipulated, you will have a higher minimum
and landing speed, the handling will stiffen, the stall speed on your glider will be hig-
her and the reactions will always be more violent.
The MAD MAX-2 has a brake of medium hardness (from 1.5 to 3kg of effort, for

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most maneuvers), the loss is "very low", and to access this configuration (not recom-
mended in no type of paraglider), more than 9 kg of effort are needed.
-- powered flight
The concept of performance with the engine varies enormously compared to free flight.
This depends on the thrust and dimensions of the engine, its power, propeller diameter,
flight altitude, air density, wing loading, etc. Due to the increase in wing loading and
the extra resistance of the chassis and engine propeller, both sink rate and glide are
affected, so we consider the choice of engine very important that best suits our weight
and flight intentions, habitual altitude, etc. Combining all this series of variants, we
will achieve some yields or others.
> flight
Each paraglider has a quality control sheet, which Windtech incorporates to verify
that the glider has been checked and inflated.
Contact your dealer for additional information, and if your glider has not passed the
inflation test, ask them to do it for you. There is a label located on the central rib (lea-
ding edge), with its serial number, size, weight range, month and year of manufacture.
Check the risers, check that the maillons are correctly installed and check that the
lines are not tangled. The brakes should have about 10 cm left over. Starting from the
fist knot, the length of both cords must be symmetrical, and their circulation through
the pulleys must be fluid. You can modify that length but not more than 5/10 cm if it
is more comfortable for you to take shorter or longer brakes. We recommend that your
first flight be in mild conditions.
-- inflation and take off
The paramotor take-off is always more complicated than in free, more weight, the pushing
force of the engine, different position of the risers, the throttle grip in the hands, etc. We
have to take into account that a failed take-off can lead to the entanglement of the lines
with the propeller, causing it and the lines to break, and in the worst case, injuring a spec-
tator or ourselves. We recommend that you always follow a list of procedures when prepa-
ring the equipment, during takeoff and landing, always establishing wide safety margins;
Don't forget that flying with a propeller that rotates 40cm from our body is not a game. For
a good take off with the MAD MAX-2 always remember the following:
- Place the axis of the sail as perpendicular to the direction of the wind.
- Forming an arc with it, we will get the center to inflate first and rise straight and
uniform, if there is a little wind, a pre-inflation will increase our guarantee of success.
- Check that the bands are notturned and thetrimmersare firmlyse in theircorrect
position.
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- Check the good disposition of the line, that it is not tangled or twisted.
- Quick links and trimmers must be meticulously checked.
- Place the trimmers in the take-off position, which is the white mark (all the maillons
at the same level).
- Check that the brake pulleys or rings are not tangled.
- Continue with the corresponding check of your engine, following the guidelines indi-
cated in its manual.
- Once you've started the race and when the glider goes up, a little bit of engine thrust
will help us a lot on take off.
- With the glider already over our heads, a quick look at it will ensure that everything
is going correctly, making sure that both the glider and the lines are in perfect take-off
order.
- From this moment, place your body as vertical as possible, accelerate to the fullest
and in very few meters you will find yourself in the air.
In case you need to use takeoff assistance by placing a line or strap from the specific
anchorage for this purpose of the A band to the trike bars, consult the trike manual to
use this system. The MAD MAX-2 is very easy to inflate and you will rarely need this
extra help.
> flying in turbulence
Only an experienced pilot can fly in these conditions. You have to absorb turbulence
with your brakes and your body weight to keep the glider on top and be careful not to
stall the wing by abusing the controls. Remember that when giving our engine throttle
the glider is delayed, momentarily increasing the pressure and decreasing the travel of
the brake (with full throttle it is not recommended to use more than 70% of its travel)
if at this moment we cross a zone of turbulence , the sensations and the control of the
paraglider differs a lot from the usual. In turbulent situations, your sail can suffer the
following collapses:
-- asymmetrical tuck/collapse
An asymmetric collapse is a longitudinal collapse of part of the wing (20 to 70%) that
is normally caused by turbulence. In the MAD MAX-2, these collapses are recovered
automatically, without engine thrust, (THE THRUST SHOULD ALWAYS BE GENTLY CUT
OFF IN CASE OF ANY INCIDENT, AS THE ENGINE THRUST CAN EXTRAORDINARYLY
COMPLICATE THE REACTION OF THE SAIL), with a maximum turn of 180 degrees. In any
case, you should know the procedure to remove it, and thus, increase your security. If
you experience an asymmetric collapse, shift your weight towards the open (flying)

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part of the glider (this will cause a higher load on the glider, increasing internal pres-
sure) and apply 20-40% brake to the side open to prevent a sudden twist of the sail.
Remember that you have previously smoothly decelerated the engine. Be careful, the
rotation must not come to a complete stop, as a complete stall can be caused if the
brake is abused. Hold the brake down on the folded side until it reopens. Do not raise
and lower the brake in small distances since it causes a slower reopening. If you want
to help the glider open, give one or more sustained pumps in the folded “half-wing”.
-- front/symmetrical tuck collapse
It is when the leading edge of the wing, from the center of the wing, to the fringes,
collapses. You can have a front collapse coming out of a strong thermal, using the trim
in turbulent flight, etc. This situation does not require any intervention by the pilot,
because the glider reopens very quickly. If you want to help in the reopening, this is
the procedure to follow: First, you must retract the trim to the takeoff position (if you
had it loose) and you must activate both brakes 50%, until the glider reopens by itself.
alone, then we will wait until the zone of turbulent air passes to release the trim again
and give the engine throttle again. Remember that the thrust of the engine must be
"neutralized" from the first moment of the incident.
-- asymmetric stall (spin)
Difficult incident to cause with the MAD MAX-2 because given its stall speed, you
have to overuse the brake for it to happen; the travel of this decreases clearly when
the engine is pushing at the top and the trimmers are in the takeoff position or in the
slow flight position. In any case, it would happen if we find ourselves turning at very
low speed (almost stalling), we want to close the turn more, and instead of gently lif-
ting the outer brake (the correct thing), what we do is brake the inner more, then we
would cause one lost the inner wing and one "half-wing" would fly forward, and the
other backward. In this case, to return to normal flight, you should lift the inside brake
at the same time that we remove power, restoring normal flight with a dive that you
must control with both brakes, depending on what you have maintained, the flat spin
can be more or less strong. If you want to intervene to soften the collapse, you must
adopt a position of slightly more than half brake with both controls, which you must
release once the collapse stops (remember that the thrust of the engine must be "neu-
tralized" from the first moment of the incident ).
-- landing
You should pay attention on your first landings, especially if it is your first powered
glider. You should always be clear about the direction of the wind in the landing zone,
type of approach (in U, L, eights, etc.) and if we consider the fineness to be correct for
reaching the landing, we will stop the engine (if the propeller is centrifugal clutch will
not be necessary), as it is much safer that way. The rest of the landing process will
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always be the same as in free. If the landing is very small, the thrust of the engine can
help us by adapting the glide to our needs, but we will have to cut the engine at the
last moment. In the last meters of height you must lift the brakes, which will accelera-
te (be careful, if there is turbulence you may not be able to do it, because you should
always keep it under control by braking it if necessary) this acceleration will help you
to, at the last moment, you can regain some height by stopping the glider with strong
braking and thus landing smoothly. We remind you that once on the ground you must
prevent the glider from falling forwards while the glider is still inflated because the
pressure that the air will exert, not being able to exit through the mouths, can break
ribs or drawers.
> weather to fly
It is totally discouraged to fly in adverse weather conditions, strong winds, rain, storms,
with cumulus-nimbus clouds, etc. It is strongly recommended that you find out about
the weather conditions in your flight area and the weather forecast for the next few
hours at your weather center, nearest airport or local flying club. If flight conditions
deteriorate during the flight, you must land immediately.
> emergency procedures
&quick descent techniques
THE GAS SHOULD ALWAYS BE CUT OFF BEFORE CARRYING OUT ANY EMERGENCY
MANEUVER, BECAUSE THE ENGINE THRUST CAN EXTRAORDINARYLY COMPLICATE THE
REACTION OF THE SAIL. It could happen that sometime we find ourselves in the situa-
tion of having to "go down" as quickly as possible, and for this every pilot should take
a course on "emergency maneuvers and descent techniques" at an Official Approved
School. These courses are given in flights with enough height, over the water, and with
a support boat. For information purposes, the basic descent techniques are:
-- big ears
The simplest to descend. To do it, pull the outer A band, without releasing the brake
grips and at the same time without lowering them when pulling. The sink rate with
this maneuver becomes 3 to 5m/s. This maneuver is recommended to be used close to
the ground, because it allows us to reach almost the end without letting go. If we
combine it with the trim, we will achieve a good rate of descent, keeping an accepta-
ble speed and a considerable internal pressure of our paraglider.
-- spiral dive
It is obtained by keeping the glider in an inclined turn, using both controls, brake and
external handle. Little by little the turn will speed up, especially if we collaborate with

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the chair. Once the turn has turned into a spin, we will control the speed of rotation
and descent with small corrections with the external brake.This maneuver will allow us
to reach sink rates of 10 to 15 m/s or more. It is dangerous to do it if we are close to
the ground, and due to the great centrifugal forces to which we can submit, it is possi-
ble that in some cases it may cause dizziness or blurred vision. The departure from this
configuration must be smooth and progressive, giving at least one or two more turns
to restore normal flight.
To do this we must gently raise the inner brake while we can lower the outer one a bit.
If we start unexpectedly abruptly, we can make a great comeback in height, followed
by a drop. This excess energy can be "consumed" causing another turn, before reaching
the peak of the comeback, in the same direction as the spin.
-- b-line stall
If we pull the 2 risers B (left and right) until they are lowered to the height of the trim
pulleys, the glider will go into parachute and its trajectory will become vertical. We
can control the speed of descent by pulling more or less on the risers once we are in
the parachutage (obviously we will carry out this maneuver without the thrust of the
engine), and we will obtain sink rates of 5 to 11m/s. To get out of this configuration,
we will raise the bands "at the same time", better by suddenly releasing the last 10 cm.
At that moment the glider will recover normal flight spontaneously, with a small drop.
> maintenance
Store the paraglider in a dry space away from chemical agents, UV light and high tem-
perature. If the canopy has been packed wet it is necessary to reopen it and let it dry
before packing away for a sustained period. Keep the canopy and lines clean, as dirt
may penetrate into the fibres and damage them.
Clean the paraglider only with fresh water and a soft sponge. If you are unfortunate to
land in the sea &survive! Hose/soak the glider with fresh water &dry completely.
Absolutely avoid contact with chemical agents like oil, petrol, solvent and similar,
which can damage the fabric and its surface covering.
We strongly recommend you to have a full inspection of the paraglider by
Windtech or an approved Windtech repair centre at least once a year. Besides
this you should check periodically the lines, cloth and stitching.
Every 150 h. or once a year, which ever comes first, change all bottom lines. This is
very important to maintain the flying and safety characteristics of the wing. The rest of
the lines must also be checked and change them if they have deteriorated. Test some
of the lines that are not changed for minimum 40% of the rated strength. If the line
fails you should replace them all before using your glider.
Small tears in the sail can be repaired by using adhesive spinnaker cloth, which we

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supply with every new glider.
Big tears and repairs regarding sewing or structural parts of the paraglider must be
carried out only by the manufacturer or authorised service centres.
> warranty
This glider carries a two-years guarantee from defects due to materials and manufac-
turing.
If a product is deemed to be defective by Windtech, the warranty covers the repair
or replacement of the defective product only. Windtech will not be responsible for
any costs, losses or damages incurred as a result of loss of this product.
Windtech is not responsible for mailing costs or material costs used other than
what is found to be defective.
This warranty does not cover damage caused by misuse, abuse, neglect or normal wear
&tear including damage due to excessive sun exposure, damage caused by improper
handling &damage caused by anything other than defects in material &workmanship

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español
Windtech
w w w . w i n d t e c h . e s
MAD MAX-2
36-39-42
manual

16
> índice
> enhorabuena –––––––––––––––––––––––––––––––– 17
> advertencias y obligaciones –––––––––––––––––––– 18
> fabricación y materiales ––––––––––––––––––––––– 18
> rendimiento ––––––––––––––––––––––––––––––––– 19
-- sin motor –––––––––––––––––––––––––––––––––– 19
-- con motor –––––––––––––––––––––––––––––––––– 20
> pre vuelo ––––––––––––––––––––––––––––––––––– 21
-- hinchado y despegue –––––––––––––––––––––––––– 21
> vuelo en turbulencias-incidencias ––––––––––––––– 22
-- plegada asimétrica –––––––––––––––––––––––––––– 22
-- plegada frontal –––––––––––––––––––––––––––––– 23
-- pérdida asimétrica –––––––––––––––––––––––––––– 23
-- aterrizaje –––––––––––––––––––––––––––––––––– 23
> vuelo en condiciones adversas –––––––––––––––––– 24
> técnicas de descenso rápido –––––––––––––––––––– 24
-- orejas ––––––––––––––––––––––––––––––––––––– 24
-- barrena ––––––––––––––––––––––––––––––––––– 24
-- bes ––––––––––––––––––––––––––––––––––––––– 25
> mantenimiento –––––––––––––––––––––––––––––– 26
> garantía –––––––––––––––––––––––––––––––––––– 26
> datos técnicos ––––––––––––––––––––––––––––––– 39
> planos de suspentaje –––––––––––––––––––––––––- 40

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español
> enhorabuena
Por la adquisición de tu nuevo MAD MAX-2.
Esta es una vela pensada y desarrollada para que el vuelo en paramotor resulte sencillo
y agradable. Te rogamos que leas las recomendaciones que te facilitamos en este
manual, en el, hay información para que vueles de una forma más segura, evitando
situaciones peligrosas. También ponemos a tu alcance una serie de recomendaciones,
para el mejor cuidado y mantenimiento de tu nueva vela.
Recuerda que estamos encantados de ofrecerte consejo y ayuda; puedes obtener infor-
mación suplementaria en www.Windtech.es y [email protected].
> el equipo Windtech

18
> advertencias y obligaciones
Hemos redactado este manual para que conozcas mejor tu MAD MAX-2, así como
unos consejos para que te sientas a gusto con él desde el primer día. Debemos dejar
claro que, para volar esta vela, NO ES SUFICIENTE LEER ESTE MANUAL, sino haber
superado un curso de vuelo en paramotor, y tener asimilados los conceptos del vuelo,
con y sin motor. El vuelo en parapente entraña un riesgo, ya sea por imprudencia del
propio piloto, o por condiciones meteorológicas inesperadas, que en el peor de los
casos, pueden provocar accidentes. Además todo se complica un poco con el uso del
empuje del motor, las aceleraciones y desaceleraciones pueden intervenir en la resolu-
ción o agravamiento de las situaciones inesperadas. Windtech no se hace responsable,
en modo alguno, de pérdidas o lesiones, derivadas directa o indirectamente del uso o
mala utilización de sus productos.
> fabricación y materiales
La estructura del MAD MAX-2 consta de 50 celdas de distinto ancho, con una
estructura interna formada por diagonales de diferentes tipos, dependiendo del ancho
de cajón. Con esto se reduce considerablemente la cantidad de líneas de suspentaje y
se consigue una excelente definición. Su perfil le confiere una gran seguridad (sobre
todo a elevadas velocidades) y facilidad de hinchado, así como de un giro eficaz si uti-
lizamos ambos mandos simultáneamente.
--tejido
El intradós y el extradós están hechos de nylon de 37 gr de gramaje y alta resistencia.
Las costillas llevan un nylon más estable y resistente, para prevenir la deformación del
perfil, incluso después de varios años de uso intensivo. Las varillas de las costillas están
realizadas con poliéster y los anclajes son de cinta de poliéster también. Este modelo
específico de paramotor, está reforzado especialmente en todos sus anclajes, así como
en la unión de las costillas con el intradós.
-- líneas
De diversos espesores, dependiendo de la zona del parapente, su núcleo es de
Superaramid y la funda es de poliéster para protegerlas contra el uso y la abrasión. La
cascada superior de las líneas de freno es de Dynema. Los maillones de las bandas son
de acero inoxidable (800 daN). Las cintas de las bandas de poliéster pre-estirado (900
daN).
-- bandas
Hemos diseñado estas bandas especiales para dar soluciones a los diferentes problemas
que las convencionales ofrecían a los amantes del vuelo con motor. Los materiales más

19
español
robustos, sobre todo en la costura del anclaje principal. El recorrido de la cinta del trim
está equipado con costuras, con lo cual resulta imposible que se suelte accidentalmen-
te o ante una incidencia durante el vuelo, ofreciendo un mayor grado de seguridad a
la vez que indica con precisión la posición donde se haya el trim. Las bandas A y B
están desdobladas en dos para facilitar el hacer orejas y para aumentar la seguridad
cuando se utiliza el trim en velocidad alta, modificando la torsión de los extremos del
ala. El trim se utiliza para picar la vela y para volar más lento. El trim recogido (tiene
cuatro marcas con una costura), la blanca es la que debemos utilizar para despegar,
aterrizar, planeo máximo, tasa de caída mínima y vuelo en turbulencia. La marca azul,
abajo del todo, es solo para vuelo lento o en térmica y hacer los frenos menos físicos y
más blandos. Si lo soltamos hasta una costura roja que hay en la propia cinta, con-
seguiremos la velocidad de crucero alta (la misma depende mucho de la carga que use-
mos y la altitud a la que volemos), en la cual las bandas compensan el que la vela se
vaya hacia atrás debido a el empuje del motor, y posiciona a esta de nuevo sobre
nuestras cabezas, consiguiendo una mayor velocidad y rendimiento. Se puede soltar
más, hasta la siguiente costura roja y por último se puede liberar del todo pero solo se
debe utilizar ésta posición en condiciones absolutamente tranquilas. Cuando el Mad
Max se vuela con los trimers sueltos es aconsejable realizar los giros si tocar los frenos
usando solos los dobles mandos que accionan los establos para no deformar el perfil,
pues en esa posición el reflex ya
estará actuando. Si no necesita-
mos más velocidad y el día
está turbulento, aconsejamos
colocar rápidamente el trim en
posición de despegue y utilizar
los mandos con precaución.
> rendimiento y
00mejor planeo
-- Sin motor
El mejor planeo sin viento, es el
obtenido con el calaje de serie
de la vela, es decir, a frenos
libres y con el trim situado en la
costura inferior blanca ( en esta
posición coinciden todos los
maillones a la misma altura ).
- Con viento de cara, el mejor
planeo lo obtendremos con el
siguiente trim

20
- Con 10km/h de cara
soltaremos un 25%
- Con 15km/h de cara
soltaremos un 50%
- Con 25km/h de cara
soltaremos un 100%.
- Con viento de cola el mejor
rendimiento se obtiene con el
trim recogido completamente
en la costura azul y 5% de
freno. El trim de este para-
pente ha sido limitado en su
recorrido hasta un punto
donde la estabilidad del
parapente sigue siendo alta y permite ganar 12/16 km/h. De todas maneras es reco-
mendable no usarlo cerca del suelo y cuando notemos turbulencias, recogerlo rápida-
mente, hasta la posición de despegue y vuelo en turbulencia. Obsérvese que el ángulo
de planeo no se ve afectado por la carga, pero la seguridad sí.
Vuela siempre un parapente de tu talla y recuerda que si tu peso de despegue está por
debajo del mínimo estipulado, la gama de velocidades disminuye y aparecen problemas
de despegue y pilotaje, empeorando en condiciones turbulentas especialmente, pudién-
dose plegar la vela con mayor facilidad. Si tu peso de despegue está por encima del
estipulado, tendrás una velocidad mínima y de aterrizaje mayores, el mando se endure-
cerá, la velocidad de pérdida en tu parapente será mayor y las reacciones siempre serán
más violentas.
El MAD MAX-2 posee un freno de dureza media (de 1,5 a 3 Kg de esfuerzo, para la
mayoría de las maniobras), la pérdida, se encuentra “muy abajo”, y para acceder a esta
configuración (nada recomendable en ningún tipo de parapente), hacen falta mas de 9
Kg. de esfuerzo.
-- con motor
El concepto de rendimiento con el motor, varía enormemente comparado con el vuelo
libre. Este depende del empuje y dimensiones del motor, de su potencia, diámetro de la
hélice, altitud de vuelo, densidad del aire, carga alar, etc.
Debido al aumento de la carga alar y a la resistencia extra del chasis y hélice del
motor, tanto la tasa de caída como el planeo se ven afectados, por lo que consideramos
muy importante la elección del motor que más se adecue a nuestro peso e intenciones
de vuelo, altitud habitual, etc. Combinando toda esta serie de variantes, conseguiremos
unos rendimientos u otros.