WINDTECH Tonic 25 User manual

TONIC
manual

3
Windtech
w w w . w i n d t e c h . e s
TONIC
25-27-29-32
flight manual

4
> index
> congratulations –––––––––––––––––––––––––––––– 05
> warning &liability ––––––––––––––––––––––––––– 06
> construction &materials –––––––––––––––––––––– 06
> certification ––––––––––––––––––––––––––––––––– 07
> best glide ––––––––––––––––––––––––––––––––––– 07
> flight –––––––––––––––––––––––––––––––––––––– 08
--launch –––––––––––––––––––––––––––––––––––––– 08
--strong wind ––––––––––––––––––––––––––––––––––– 08
> thermal flying ––––––––––––––––––––––––––––––– 09
> flying in turbulence –––––––––––––––––––––––––– 09
--asymmetric tuck ––––––––––––––––––––––––––––––– 10
--frontal tuck ––––––––––––––––––––––––––––––––––– 10
--asymmetric stall (spin) –––––––––––––––––––––––––––– 11
--landing –––––––––––––––––––––––––––––––––––––– 11
> weather to fly ––––––––––––––––––––––––––––––– 12
> emergency procedures &quick descent techniques –12
--big ears –––––––––––––––––––––––––––––––––––––– 12
--spiral drive ––––––––––––––––––––––––––––––––––– 12
--b stall ––––––––––––––––––––––––––––––––––––––– 13
> maintenance –––––––––––––––––––––––––––––––– 14
> warranty ––––––––––––––––––––––––––––––––––– 14
> technical specifications–––––––––––––––––––––––––15
> line measurements ––––––––––––––––––––––––––––16
> flight log ––––––––––––––––––––––––––––––––––– 22

5
> congratulations
Congratulations on the purchase of your new TONIC DHV 1.
The TONIC has been designed to offer maximum safety for the entry-level pilot, for
schools &pilots that demand no compromise in stability. We strongly recommend that
before you even unfold the TONIC you carefully read this manual in order to be aware
of any general limitations, performances characteristics, take off and flight characteris-
tics, landing procedures, dealing with emergency situation and general maintenance.
We always appreciate your feedback, so please send us your comments, positive or nega-
tive, 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

6
> warning &liability
This manual has been created to give the pilot help and hints to help with the correct
operation of this wing. By no means is this a substitute of a training course, or appro-
priate experience gained with years and hours of airtime, nor is this manual intended to
give pilot´s knowledge regarding flight safety.
Windtech assumes that the purchasing pilot has the appropriate pilot's licence, has
taken a training course, and has the suitable ability and enough experience to safely fly
the TONIC.
This manual cannot be used for operational purposes. The flight log &registration card
must be filled and stamped by the dealer &returned to Windtech in order to claim on
the guarantee.
The use of this paraglider is entirely at the user's own risk. As with any adventure sport
paragliding is a high risk activity-especially without taking the appropriate precautions
- therefore it must be absolutely understood that Windtech &the dealer do not accept
any responsibility for accidents, losses, injuries, direct or indirect damage following the
use or misuse of this product.
> desing materials
The TONIC is a DHV 1 glider that offers total security with beautiful handling &exce-
llent performance. The performance is exceptional due to a well-defined structure with
36 cells, with diagonals ribs and an optimal line layout to reduce the overall number of
lines.
--cloth
The upper and lower panels are made with 44 gr. Porcher Marine Skytex nylon. The ribs
are made with stronger (heavier grade) nylon of to prevent aerofoil deformation, even
after several years of intensive use. Rib (cell wall) reinforcements are made of Dacron 310

7
&180 gr. Line attachment points are made of polyester.
--lines
The lines are made of Superaramid kevlar covered with a polyester sheath for protection
against wear, UV and abrasion. The lower section of the brake lines is made from
Dyneema. This material is less prone to failure after repeated use through the brake
pulleys.
The riser karabiners, also called "Maillons Rapide "(French for "quick links"), are made
with stainless steel of 800 Dan. Risers are made of pre-stretched polyester of 900 Dan
> certification
The TONIC is an intermediate level paraglider that has passed the DHV level 1with flying
colours. This glider has successfully passed the DHV shock test with a weight equal to
the maximum total (all up) take-off weight. This means that the paraglider is certified to
resist to a load of 8 (eight) times the gravitational acceleration (8 G´s).
As regards the weight range of the glider, ALWAYS be certain that you are within the
correct weight range of the glider. To fly under-weight or over-weight can adversely
affect the stability of the TONIC &flown as such will no longer be a certified glider.
> best glide
Best glide in nil wind, and still air, is
obtained at “trim” speed- that is
brakes fully released and no accele-
rator (speed bar) applied. It is always
best to fly with a light pressure on
the brakes, keeping a “feel” on the
wing in case of unexpected turbu-
lence.
When flying into (against the) wind
a better glide can be obtained by
using the speed system. The follo-
wing is rough guide line as to how
much speed system to apply-With
around 10 km/h of head wind, best
glide is obtained with 25% accelerator applied.
-With around 15-25 km/h of head wind, best glide is obtained with 50% accelerator
applied.
-With around +25 km/h of head wind, best glide is obtained with 75-100% accelerator
applied.

8
When flying downwind ( wind from behind ) the best glide is obtained between 0% brake
and 15% of brake.
The TONIC is a DHV 1 1 accelerated but using the accelerator system close to the ground
is not advisable &it should be released as soon as turbulent air is encountered.
Note that the glide angle is not affected by the wing loading, but that the security is.
Always fly a glider that is the correct size for you, and remember that if your flying
weight is below the stated minimum, the speed range will diminish and inflation pro-
blems may appear. Also the handling will degrade in turbulent conditions, and it will be
easier to sustain collapses. If your flying weight is above the stipulated weight range, this
will result in a higher minimum speed and faster landing speed and the stall speed of the
glider will also be higher.
> flight
Each and every glider has a checklist
note passed though our strict quality
control in the factory. This included line
measurement, ground inflation and
flight testing. Contact your distributor
for more information about this, and if
your glider has not been pre-inflated ask
him to do so for you. Every glider should
be test flow before it is sold.
Note that each glider has a unique stic-
ker attached to the centre airfoil with
the serial number, type of glider, size and
weight range.
We recommend that your first flight on
your new glider be on a gentle slope in calm conditions before making your any further
higher flights, just to check the glider and for you to get used to flying it .
We also recommended that you use a harness that has an ABS cross strap system and
the maximum width possible for the chest strap is 38 cm between karabiners..
For you own safety, we strongly recommend the use of back protection, helmet and
Windtech WindSOS reserve.
> launch
Choose an open space free of any obstacles, especially trees and power lines.
Open your glider in a slight horseshoe arc (semi-circle) &thoroughly check that you have
no knots or line twists. Make sure your helmet is securely fastened &clip into your har-
ness making sure all straps are securely fastened.

9
Connect risers to your harness making certain that your karabiners are fully closed & you
have no twists in the risers.
> strong wind
We do not recommend taking off, or flying, with a wind speed higher than 25 km/h; this
may change depending of pilot´s experience, but we remind you that flying in poor wea-
ther conditions is the single greatest cause or accidents in free-flying.
We recommended that the reverse launch is the best technique when the wind is strong
at take off. There are many reverse launch methods/techniques which the pilot can learn.
To progress well with your flying, and to be a good pilot, it is necessary to master at least
one of the techniques. If you can achieve 100% control your glider on the ground then
you will be a better, safer pilot in the air &this will also help you to understand the dyna-
mics of a paraglider in flight.
> thermal flying
The TONIC is really wonderful to thermal with.
To achieve the best sink rate the pilot should
use around 35% of inside brake (on the turning
side) and 25% of outside brake whilst using
weight shift to help maximise the efficiency or
turn.
Easing off on the outside brake can change the
steepness of the turn, and help with the your
efficiency in the thermal. This is a more advan-
ced technique &should be practised with an
instructor and/or experienced pilot to perfect it.
With the harness chest strap pulled tight
weight shift is less effective but the security
will be increased and the wing feel more “solid”,
&vice versa. The maximum chest strap distan-
ce karabiner to karabiner should be 38 cm.
> flying in turbulence
Most pilots want to enjoy the pleasures of thermal and coss-country flight. One thing to
always consider is that normally these flying conditions are rougher, stronger and some-
times unpredictable and more difficult to handle which can lead to unstable situations
such as collapses. There will always be some level of turbulence associated with ther-
mals.
If you progress at a nice steady rate, and keep safe, you will find thermal flying will beco-
me a pleasure. With qualified instruction you will actually learn faster, learning how to

10
optimise your thermal skills. A safety (SIV) course is something to consider, as these teach
you how to deal correctly with unstable situations such as collapses, rapid descent
manoeuvres, stalls ands spins, and so you will get far more from your flying.
With the correct technique &qualified instruction the pilot can learn to help stop collap-
ses by flying “actively” & recover the wing more quickly, by the giving the correct input,
when collapses occur. Remember, the glider is tested to recover and so it is always bet-
ter to under-react than to over-react. Over reacting to a situation can prevent the glider
from self-recovering, and recovering air speed, and cause it to enter further unstable
situations.
> asymmetrical tuck/collapse
An asymmetric tuck / collapse is when part (one side) of the wing ( say 20% or even any-
thing up to 90% of the span) tucks or collapses, usually induced by turbulence but some-
times also though poor pilot control in turns and wing-overs.
The TONIC is tested and certified to automatically recover without correction by the pilot
with a maximum direction change of 90 degrees of turn, but with the correct input the
pilot can minimise any turning, and height lose, and help the glider recover more quickly.
There are 3 basic steps to follow immediately if you have a collapse:
1: Weight shift to the flying side of your glider (away from the collapsed side). This helps
stop the rotation &increases pressure in the wing in the inflated side.
2: If needed apply the correct amount of brake to the open (flying) side to slow any rota-
tion (spiral) induced by the collapse. Be very careful not to use too much brake as it is
possible to stall the flying side of the glider, and enter further unstable situations which
may be harder to recover from than the collapse itself.
3: Once the glider has straightened out, or the spiral has slowed, smoothly pull down the
brake on the collapsed side, with a long stroke/pump, &the deflated side of the glider
should re-inflate. As the glider re-opens release the brake immediately but progressively.
With instruction &experience the above will become a reflex action, and the correct
input to give will become second nature to the experienced pilot.
> front/symmetrical tuck collapse
A front tuck /collapse is a symmetric tuck of the leading edge of the wing, starting from
the centre of the canopy to the wing tip. This can be either a tucking of just the central
part of the leading edge of the glider, which can sometimes cause a front 'horseshoe' or
'rosette-ing' of the glider, or even a complete 'blow-out' of the whole canopy in extre-
me situations.
When flying, a front tuck may occur while leaving a strong thermal, or more often while
using the speed system in turbulent air, or sometimes whilst flying down-wind of ano-
ther paraglider &being 'waked' by the wing tip vortices of the glider and turbulence

11
wake turbulence of the pilot.
Remember, the pilot can learn to help stop collapses by flying 'actively', but if a front
tuck does occur it will easily clear itself. Re-inflating the wing can be helped by correct
pilot input and, once the glider is overhead, symmetrically applying 40 % of both brakes
&then releasing immediately will get pressure back in to the glider and speed up the
recovery. Do not brake when the glider is behind you, as this can stall the wing, but wait
for the glider to come forwards above your head, then brake.
> asymmetric stall (spin)
This is a very difficult situation for the pilot to provoke with the TONIC, given it's very
low stall speed, you have to really abuse the controls a lot to manage it. Even so, this
situation can be induced if, say, the pilot is turning very slowly in a thermal (near the
stall point), and wants to tighten the turn even more, and at the same time as smoothly
lifting the outside brake (which is the correct thing to do), if the pilot simultaneously
brakes more on the inside brake, this may stall the inside wing which will then go into
spin. One half of the wing flies forwards, whilst the other flies backwards (negative). In
this case to return to normal flight, one has to raise the inside brake, returning air speed
to the inside wing, which will cause the wing to surge and dive forwards. This dive can
be more or less violent, depending on what stage that the flat spin is in, how much the
spin had been allowed to develop, and the moment at which the brake is lifted. If the
pilot wants to intervene to dampen this dive, they will have to adopt a position (roughly)
of something more than half brake, which must then be released as soon as the dive is
stopped, or the wing may then go back into a stall or spin. Another option is to put the
glider directly into a full stall immediately that the spin is entered, and from this the exit
is more symmetric with less chance of a twist.
> landing
Choose a large field clear of all obstructions &in a clean laminar airflow.
A different technique is needed for different wind strengths. Every landing should be jud-
ged differently even if it’s your local site.
On final approach the pilot should have hands up (keeping a feel of the wing in case of
unexpected turbulence) so the glider has energy for a flare. In light or nil winds the pilot
will need a committed symmetric flare at around 1 meter above the ground.
In stronger winds less of a flare is needed &the pilot must judge this for himself through
practice & training from a qualified instructor.
The flight is not finished, and the pilot is never fully safe, until the glider is safely con-
trolled on the ground.
Avoid letting the glider land on the leading edge. If the glider lands with force on the
leading edge it is possible to burst the inner cells and walls of the wing and you should
carefully examine the wing for any damage to the joining of the ribs (cell walls) .

12
> weather to fly
If in doubt whatosoever about the weather and flying conditions, then do not launch!
Before going flying you should check the weather forecast &always ask more experien-
ced pilots about the conditions expected for the day. Never fly if there weather condi-
tions are unsuitable, especially with any of the following present or even threatening:
Strong wind; Rain; Thunderstorms; Cumulus Nimbus; or Cumulus Congestus. If you are
already in the air then get down safely before it's too late! Always be aware of the wea-
ther changing &if in doubt land as quickly as is safely possible.
Even though the TONIC is DHV 1 this is not a guarantee against flying in turbulent air.
Remember that even an airline jet can crash due to rotors and bad weather!
> emergency procedures &quick descent tech-
niques
The following techniques are more advanced &should be practiced ONLY with qualified
radio supervision and adequate safety back up. Always be prepared and consider what
will happen if things go wrong! With enough altitude it is possible to safely master these
manoeuvres ready for the day you may need them for real!
More radical’s manoeuvres such as full stall, asymmetrical stall and flat spin are not des-
cribed in our manual. In order to perform these manoeuvres you should do a special
safety course with the correct instructor &over the water with a rescue boat standing
by, and all safety precations taken.
> bigs ears
Big Ears is the simplest descent technique &can be very useful for top landing.
Sit upright in your harness &with the brakes in your hands reach up to the OUTSIDE 'A'
line. Make sure that you have the correct line, and be careful not to pull down the whole
'A' riser on one side which could induce a collapse.
Once you are sure that you have the correct line pull out &down, and the tips of your
glider should fold under symmetrically.
You should be applying NO brake, as you could stall the wing in this way. Steering is done
by weigh-shift.
To recover, release the outer 'A' lines &the TONIC will return to normal flight.
> spiral dive
The Spiral dive is performed by starting a series of 360 degrees turns, gradually pulling
the inside brake harder and harder and weight shifting into the turn. Pull more inside
brake, and weight shift harder, for a faster spiral dive, but be careful not to stall one side
and enter a spin in this way. Ease off on the inside brake, and weight-shift less hard, to

13
regain level flight. Like this, the pilot can control the bank angle and the sink rate of the
glider in the Spiral dive. Always remember that whilst in the Spiral dive you are drifting
with the wind, and it is very easy to become disorientated.
This manoeuvre is not approved for bank angles higher than 60 degrees. At this upper
limit the sink rate of the canopy is approximately 10 m/s and the overload is equal to
2G's.
For bank angles higher than 60 degrees the sink rate can achieve 20 m/s but the greater
overload (High G's) can cause eyesight and equilibrium problems, and cause some peo-
ple to 'black out' (faint), which consequently can make the manoeuvre extremely dange-
rous.
To recover from a spiral dive, the inner brake must be progressively and slowly released,
until the canopy assumes normal flight, and angle of bank, again. A good rule of thumb
is to use the same number of 360-degree turns as you did on entry on exit to give a safe
and progressive pullout. If you release hands up from a tight spiral dive you will expe-
rience a big surge followed by a dive. (In turbulent air this can result in a collapse.) The
TONIC has been tested for this but it is advisable to learn the correct exit method, i.e.
progressively release the inside brake.
> b line stall
The B-line stall is a real stall, and even though the wing appears to be flying above your
head the laminar airflow over the wing is completely lost. During B-Stall, the canopy
falls perpendicularly to the ground (straight down, but drifting with the wind) at a sink
rate of 5 to 12 m/s, with an angle of attack of 90 degrees.
To enter a B-Stall, it is necessary to sit upright in your harness, reach up with the brakes
still in your hands (preferably with the toggles around your wrists) &securely clutch each
B risers in each hand at the top near the Maillons Rapides (quick links). To enter the B-
line stall, pull down symmetrically on the B risers. (About 40 cm)
The force initially is quite hard (up to about 15cm) but for the last part the force requi-
red to pull down is less. Keep your weight centred in the harness, and keep the risers held
at a symmetric level to each other. The more B riser pulled the faster the decent rate, but
the glider can become unstable with a very deep B-line.
To return the glider to normal flight:
Ease up the B-risers SYMMETRICALLY for 50% (25-cm of B-line still held) holding some
pressure, then symmetrically completely and rapidly release them. What you are trying
to achieve is to not shock-load the glider by an immediate release from a deep B-line,
whilst at the time not easing off too slowly and risking a deep stall in turbulent condi-
tions.
Releasing the B-lines from a deep B-line position works fine (&if unsure whilst attemp-
ting the manoeuvre simply release the B-lines together from this position) but puts

14
unnecessary load on the glider.
If necessary, control the surging forward of the canopy by gently braking when the gli-
der is in front of you. Do not brake too hard as you may cause the wing to enter a full
stall in this way, and let the brakes back up as soon as the surge has stopped.
> 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
the distributor 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 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 one-year guarantee from defects due to materials and manufactu-
ring.
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.

15
size
area (m2)
projected area (m2)
span (m)
projected span (m)
aspect ratio
projected aspect ratio
max chord (m)
min. chord (m)
nº cells
line lenght (m)
pilot weight (kg)
weight in fly
min-max speed*
max speed trim*
DHV certification
25
24,6
21,5
10,8
8,9
4,7
3,7
2,85
0,56
36
6,59
45-60
60-75
21-48
36
1
27
26,5
23,3
11,2
9,26
4,7
3,7
2,96
0,58
36
6.82
55-70
70-85
21-48
36
1
29
28,6
24,9
11,6
9,6
4,7
3,7
3,07
0,6
36
7,05
65-85
80-100
21-48
36
1
32
31,4
27
12,1
10
4,7
3,7
3,21
0,63
36
7,35
80-105
95-120
21-48
36
1
TONIC
* speeds with medium range weight pilot at sea level and normal lines.
| technical specifications |

3
2
14
5
678910
14
11 12 13
16
17
15
ST
93
93
93
93 93
93
93
93
98.5
196.5 186
186
196.5 186 196.5
196.5 186
312+20
186
191
191
190
193.5
116.5
116.5
77.5
86.5
116.5
65.5
72
441
427 190.5
116.5
186
57.5 53 52 51
186
436.5
422.5
194.5 193.5 193.5
423.5 190.5
432.5 190
190
186 186
418
426
186
438
84
47
116.5
186
116.5
186
47 50.5 51.5
90.5
116.5 116.5
48.5
49
78.5 75
43.5
119
46
36
428.5
79
432.5
79
80.5
84.5
191 74.5
85.5
75
71
69
77
76.5
76.5 120
33
37.5
127
465
76
74.5
16
TONIC 25

17
320+20
89.5 443
102
203.5
203.5
193
193
80.5
116
68
75
116
197.5 201
197.5 201
439
449
203.5 193
203.5
1
193
23
197.5 201
5
4
197.5 202
6
193 193
193
193
454.5
444.5
449 79.5
82
116
116
59.5 55 54 52.5
453
193
193
438.5
434
116
116
48.5
48.5 52.5 53.5
94
83.5
198.5
198.5
96.5
87.5
96.5
77.5
193
442
193
8
7910
14
87.5
88.5
198.5 197.5
96.5
96.5
82
11 12 13
96.5 39
124
ST
45.5
116
50.5
116
50.5
78
123.5 71.5
96.5
81.5
96.5
74
48
37.5
34
482.5
79
77.5
79.5
78
16
80
96.5
15
17
130
TONIC 27

18
50.5
205.5 205.5
204,5
205.5
120
335+20
120 120
200
120 120
200
83.5
211 459
105.5 93
474
200
211 455
200
211
211
465
200 200
1234
208
70.5
77.5
204,5
62
204,5 208
454
54.5
469
57 56
200
50.5
449.5
200
204,5 204,5
208
209.5
6
57
11
458
200
200
8910
120
200
200
82
82.5
84.5 76.5
100
100
90.5
54
120
55.5 52
471
100
100
80.5
100
97.5
86.5
460.5
465
100
120
52.5 47
35.5
40.5
49.5
39
74
81
128
82
128.5
135
80.5
85.5
100
92
91
12 13
85
100
82
14 15
17
81
16
500
ST
TONIC 29

19
110.5
220.5
220.5
220.5
220.5
12
17
49
88.5102
215 84.5
475
213.5
73.5
125.5
350+20
125.5
87
496
97
209 480
81
209
125.5 125.5
59.5
64.5
217.5
491
58.5
209 94.5
125.5
209
125.5
209
52.5
57 52.5 57
209
54.5
58
125.5 493
125.5
55
479
470
213.5 213.5
213.5
476
209
486.5
209 209
217.5 209 217.5 218.5
209
209
6
4
3
5
78910
104.5
104.5
104.5
104.5
215 90.5 214
215
11
96
95
12 13
89 104.5
86.5 80
104.5
104.5 104.5
84
481.5 486.5
77.5
134
86 84.5
143
135
15
89 86
14
16
52
523
85.5
40.5
37 84
42
ST
TONIC 32

20
A
B
C
D
= 505mm
A = 365
B = 390
C = 450
D = 505
mm
mm
mm
mm
AB
CD
A
B
C
D