WINDTECH ZEPHYR-2 S Technical specifications

ZEPHYR-2
manual

3
Windtech
w w w . w i n d t e c h . e s
ZEPHYR-2
S-M-L
flight manual

4
> index
> congratulations ––––––––––––––––––––––––––––––– 5
> warning &liability ––––––––––––––––––––––––––––– 6
> design materials ––––––––––––––––––––––––––––––– 6
> certification –––––––––––––––––––––––––––––––––– 7
> best glide –––––––––––––––––––––––––––––––––––– 7
> flight ––––––––––––––––––––––––––––––––––––––– 8
-- launch ––––––––––––––––––––––––––––––––––––– 8
-- strong wind –––––––––––––––––––––––––––––––––– 9
-- thermal flying ––––––––––––––––––––––––––––––– 9
> flying in turbulence ––––––––––––––––––––––––––– 10
-- 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 ––––––––––––––––––––––––––––––––– 13
-- b stall ––––––––––––––––––––––––––––––––––––– 13
> maintenance –––––––––––––––––––––––––––––––– 14
> warranty ––––––––––––––––––––––––––––––––––– 14
> technical specifications–––––––––––––––––––––––––15
> line measurements ––––––––––––––––––––––––––––17
> flight log ––––––––––––––––––––––––––––––––––– 19

5
> congratulations
Congratulations on the purchase of your new paraglider
The ZEPHYR-2 has been designed for intermediate and experienced pilots that are look-
ing for a superb all round performing wing with incredibly sweet, dynamic handling , and
absolutely minimal compromise in stability. The ZEPHYR-2's amazing balance of per-
formance, ease of use and stabilty with give your flying skills and confidence a massive
boost, and take you easily to new levels of acheivement!
We strongly recommend that before you even unfold the ZEPHYR-2 you read this man-
ual carefully in order to be aware of any general limitations, performance characteristics,
take off and flight characteristics, landing procedures, dealing with emergency situations
and general maintenance.
We 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

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 ZEPHYR-2.
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.
> design materials
The ZEPHYR-2 offers total securi-
ty, along with beautiful handling &
incredible performance. The per-
formance is very high due to a
well-defined structure with 54
cells, with an internal structure
comprised of diagonals of different
types, depending on the width of
the cell and an optimized line lay-
out to reduce the overall number
of lines.
-- cloth
The upper and lower panels are
made with 38 gr. nylon 6.6. ribs are
made with stronger (slighly heavier
grade) nylon of to prevent aerofoil
deformation, even after several
years of intensive use. Line attach-
ment points are made of polyester.

7
-- lines
The lines are made of Superaramid kevlar covered with a polyester sheath for protection
against wear, UV and abrasion. The riser karabiners, also called "Maillons Rapide", are
made with stainless steel of. Risers are made of pre-stretched polyester.
> certification
The ZEPHYR-2 is a paraglider of a intermediate level that has passed the tests of the EN.
level Bwith great success. This glider has successfully passed the EN shock test with a weight
equal to the maximum total (all up) take-off weight. This means that the paraglider is certi-
fied 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 ZEPHYR-2 flown as such it will no longer be certified.
> best glide &the speed system
Best glide in nil wind, and still air, is obtained
at “trim” speed- that is brakes fully released
and no accelerator (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 turbulence.
When flying into (against the) wind a better
glide can be obtained by using the speed sys-
tem. The following is rough guide line as to
how much to apply.
-With around 10 km/h (6,2 Mph) of head wind,
best glide is obtained with 25% accelerator
applied.-With around 10 km/h of head wind,
best glide is obtained with 25% accelerator.
-With around 15-25 km/h of head wind, best
glide is obtained with 50%accelerator.
-With around +25 km/h of head wind, best
glide is obtained with 75-100% accelerator.
When flying downwind (wind from behind) the
best glide is obtained between 0% brake and
10% of brake.

8
The ZEPHYR-2 is a EN level Baccelerated 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 prob-
lems 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.
The ZEPHYR-2 has a brake of medium weight resistance (from 1.5 to 3 kg of force) for
the majority of manoeuvres. To reach the stall (never recommended on any type of
paraglider), requires more than 9kg.
> 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 dis-
tributor 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
sticker 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 mak-
ing your any further higher flights, just
to check the glider and for you to get
used to flying it. We also recommend-
ed that you use a harness that has an
ABS cross strap system.
For you own safety, we strongly recommend the use of back protection, helmet and
Wind-SOS reserve.

9
-- 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.
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 (15,5
Mph); this may change depending of pilots experience, but we remind you that flying in
poor weather 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 meth-
ods/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 dynamics of a
paraglider in flight.
-- thermal flying
The ZEPHYR-2 is truly a pleasure 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 effi-
ciency 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 advanced 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.

10
> 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
sometimes 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 thermals.
If you progress at a nice steady rate, and keep safe, you will find thermal flying will become a
pleasure. With qualified instruction you will actually learn faster, learning how to optimise your
thermal skills. A safety (SIV) course is something to consider, as these teach you how to deal cor-
rectly 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 collapses by fly-
ing “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 better to under-react than to
over-react. Over reacting to a situation can prevent the glider from self-recovering, and recover-
ing air speed, and cause it to enter further unstable situations.
-- asymmetrical tuck/collaps
An asymmetric tuck / collapse is when part (one side) of the wing ( say 20% or even anything up
to 90% of the span) tucks or collapses, usually induced by turbulence but sometimes also though
poor pilot control in turns and wing-overs.
The ZEPHYR-2 is tested and certified to automatically recover without correction by the pilot, 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 rotation (spi-
ral) induced by the collapse. Be very careful not to use too much brake as its 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.

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-- front/symmetrical tuck collapse
A front tuck /collapse is a symmetric tuck of the leading edge of the wing, starting from the cen-
tre of the canopy to the wing tip. This can be either a tucking of just the central part of the lead-
ing edge of the glider, which can sometimes cause a front 'horseshoe' or 'rosette-ing' of the glid-
er, or even a complete 'blow-out' of the whole canopy in extreme 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 another paraglider &being
'waked' by the wing tip vortices of the glider and turbulence 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 ZEPHYR-2, given it's very
low stall speed, you have to really abuse the controls a lot to manage it. Even so, this situa-
tion 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 out-
side 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
judged 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.

12
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 to the cells.
> 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 experi-
enced pilots about the conditions expected for the day. Never fly if there weather con-
ditions 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
weather changing &if in doubt land as quickly as is safely possible.
Even though the ZEPHYR-2 is EN level Bthis is not a guarantee against flying in tur-
bulent air. Remember that even an airline jet can crash due to rotors and bad weather!
> emergency procedures &quick descent techniques
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 described 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' riser. 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 riser 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
weight-shift.
To recover, release the outer 'A' riser &the ZEPHYR-2 will return to normal flight.

13
-- spiral dive
The Spiral dive is performed by starting a series of 360 degrees turns, gradually pulling one brake
harder and harder and weight shifting into the turn. Pull more inside brake, and weight shift hard-
er, 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 regain level flight. Like this, the pilot can con-
trol 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 º. 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 gravitational forces - G's) can cause eyesight and equilibrium problems, and cause some peo-
ple to 'black out' (faint), which consequently can make the manoeuvre extremely dangerous.
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 experience a big surge followed by a dive.
(In turbulent air this can result in a collapse.) The ZEPHYR-2 has been tested for this but it is
advisable to learn the correct exit method, i.e. progressively release the inside brake.
-- b stall
The B-line stall is a real stall even though the wing appears to be flying above your head the lam-
inar 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 sym-
metrically on the B risers. (About 40 cm)
The force initially is quite hard (up to about 15cm) but for the last part the force required 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 unsta-
ble with a very deep B-line.
To return the glider to normal flight conditions:
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. If necessary, control the surging forward
of the canopy by gently braking when the glider is in front of you. 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 conditions. Releasing the B-lines from a
deep B-line position works fine (&if unsure whilst attempting the manoeuvre simply release the
B-lines together from this position) but puts unnecessary load on the glider.

14
If necessary, control the surging forward of the canopy by gently braking when the glider 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
When folding the glider, we recommend to put reinforcements one above each other in order to avoid
that they might suffer any kind of deformation.
Store the paraglider in a dry space away from chemical agents, UV light and high temperature. If the
canopy has been packed wet it is necessary to reopen it and let it dry before packing away for a sus-
tained 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 chem-
ical 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 distrib-
utor at least once a year. Besides this you should check periodically the lines, cloth and stitching.
Every 150hrs. or once a year, which ever comes first, change all bottom lines. This is very impor-
tant to maintain the flying and safety characteristics of the wing. The rest of the lines must also
be checked and if they have deteriorated then they need to be changed. 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. If you need more of this material, you can buy it from some yatch chandlers, sail
repair centres, and some other such places.
Large tears, any sewing or structural repairs, or tears along seam lines or line attachment points, of
the paraglider must be carried out only by the manufacturer or authorised service centres.
> warranty
This glider carries a two-year guarantee from defects due to materials and manufacturing. 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
M
28.36
24.67
12.56
10
5.56
4.05
2.80
0.48
54
7.75
5.8
65-85
85-105
22-54
38
B
technical specifications
ZEPHYR-2
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)
Canopy weight (kg)
Pilot weight (kg)
Weight in fly
Min.-max speed (km/h)*
Max speed trim (km/h)*
Certification
* speeds with medium range weight pilot at sea level.
S
26.30
22.90
12.00
9.63
5.56
4.05
2.70
0.47
54
7.46
5.2
55-70
75-90
22-54
38
Pend.
L
30.30
26.2
12.99
10.30
5.56
4.05
2.90
0.50
54
8.08
5.9
80-100
100-120
22-54
38
Pend.

16

17
A-1 A-2 A-3
B-2
C-1
B-3
B-2
C1-R
C-3
C-2
B-1R
A1-R
B-5 B-6
B-4
A2-R
C-6
C-5
C-4
B2-R
A-6
A-4 A-5
A3-R
A-7
B-7
C-7
A-9
A-8
A-10
B-10
C-10
B-8
B-9
C-9
C-8
B3-R
A1-M A2-M
B1-M B2-M
BR-1 BR-2
BR-3
BR-4 BR-5
BR-6 BR-7
BR-8 BR-9
BR-10
BR-11
BR-12
BR-13
BR-14
BR-15
BR-16
BR-17
BR-18
BR1-R BR2-R
BR-0
BR1-M
BR2-M BR3-M BR4-M
BR5-M
BR6-M
B4-R
A-11
B-11 C-11
C3-R
C2-R
C2-MC1-M
A-12 B-12
C-12
D-12
A3-M
B3-M
C3-M
BR7-M
27
28
26
19
22
21
23
20
18
17
14 15 16
12
10 11
6
578913
24
25
2
14
3
ZEPHYR-2 S-M-L

18
B
ACD
ç
B
A
D
ç
C

19
flight log
size
date site duration flight details
ZEPHYR-2

POWERED BY WINDTECH
|francisco rodríguez · 7 |33201 g i j ó n |spain | p.o. box · 269 33200 |
|p# · [phone] | fax · [phone] |
|email · [email protected] | web · www.windtech.es |
ZEPHYR-2