XIX Paragliders FORM 3 User manual

Owners Manual XIX FORM 3
Owners Manual
3

Owners Manual XIX FORM 3
Introduction
We recommend that you read this manual thor-
oughly so that you can make good use of the full po-
tential of the FORM 3, become familiar with your
wing and take to the sky successfully.
You have purchased a glider which belongs to the
newest generation of performance paragliders,
based on the latest paraglider design technology. It
is very easy to launch, with pleasant handling and a
good safety margin. These features, combined with
very good performance, means that you will enjoy
yourself in all conditions.
If you have any questions which are not answered
here, please don’t hesitate to contact us at XIX.
Table of contents
Technical details
Disclaimer !
Before launch , Preparation, Inflation
Acceleration and launch, Normal flight
Maximum glide, Minimum sink, Landing
Winch-towing, Harness, Speed system
Altering brake lines
Quick descent, ‘Big ears’
Spiral dives
B-line stall, Extreme flying, Collapses
Frontal stall, Deep (parachutal) stall
Asymmetric stall, Flat spin, Full stall
Folding your glider. Caring for your paraglider
Cleaning, Repairs, Storage
Backpack
DHV Test report
Line connection plan
Line length
Warranty certificate
Warranty conditions
Inspection control sheet
DHV Testreports
3
4
5
5
6
6
7
8
9
10
11
12
13
13
14
15
16
17
18
19
20
22
Table of contents
Technical details
Disclaimer !
Before launch , Preparation, Inflation
Acceleration and launch, Normal flight
Maximum glide, Minimum sink, Landing
5
6
6
7
8
9
10
11
10
11
12
13
Folding your glider. Caring for your paraglider
Folding your glider. Caring for your paraglider
Cleaning, Repairs, Storage
Cleaning, Repairs, Storage
DHV Test report
DHV Test report
DHV Test report
Line connection plan
DHV Test report
Line connection plan
DHV Test report
Line connection plan
Line length
17
18
2

Owners Manual XIX FORM 3
Technical details
Size S M L
flat
Area 27 m228.5 m2 30 m2
Wingspan 12.4 m 12.7 m 13.1 m
Aspect Ratio 5.7 5.7 5.7
projected
Area 23.8 m225.1 m2 26.4 m2
Wingspan 10.1 m 10.4 m 10.7 m
Number of Cells 62 62 62
Mass & Weight S M L
certified Take-off Weight 65-90 kg80-105 kg 100-130 kg
(all included)145-200 lb175-230 lb 220-290 lb
Pilot Body Weight45-70 kg60-85 kg 80-110 kg
(20kg Equipment)*100-155 lb135-190 lb 175-245 lb
Canopy Weight 6.2 kg 6.5 kg 6,8 kg
Performence** S M L
v trimm ** 36 km/h 36 km/h 36 km/h
v max ** 52 km/h 52 km/h 52 km/h
Certification 2 GH 2 GH 2 GH
* Canopy, Bagpack, Harness, Reserve, Instru-
ments, Boots, Clothes ec.
** True speed and sinkrates depend on take-off
weight and air density (Altitude, Temperature,
Pressure). Indikated air speed depend on
flight intstrument system.
3

Owners Manual XIX FORM 3
WARNING!
Disclaimer !
Use of this paraglider is entirely at your own risk. Any modifications (including adjustments to the
brakes), improper repairs or failure to carry out annual inspections will void the glider’s certificate
of airworthiness. All pilots are responsible for their own safety and must perform on-site safety checks
before every launch. Launching is only permitted if the pilot is certain that the glider is airworthy. Pilots
must find out about regional and local weather conditions and should only fly when current conditions
and forecasted developments allow safe flying. The glider may only be flown by pilots who hold a valid
pilot’s licence or who are under the supervision of a certified paragliding instructor. The manufacturer,
retailers and all third parties accept no liability whatsoever.
The paraglider must only be used:
 if the pilot is in good healthy, fit to fly with body and mind
 if the pilot has sufficient education, experience and training
 if the pilot is able to do all the intended maneuvers descriebed and recommended in this manual
 if the pilot’s take-off weight is correct for the glider
 with the correct tecnical condition equipment checked before each flight (wing, seat, reserve, hel-
met, boots etc.)
 if there is no rain or snow
 in save weather conditions
 under visual meteorological conditions VMC (not in cloud, fog or mist), considering the national and
international roules of law and workmanship.
 in flying sites clear of dangerous obstacles, big enough to abort take off procedure
 for winch launching with certified winches and licensed instructors
All use of the paraglider outside of this behaviour brings a much bigger risk of accident.
(including adjustments to the
(including adjustments to the
(including adjustments to the
void the glider’s certificate
void the glider’s certificate
. All pilots are responsible for their own safety and must perform on-site safety checks
before every launch. Launching is only permitted if the pilot is certain that the glider is airworthy. Pilots
must find out about regional and local weather conditions and should only fly when current conditions
and forecasted developments allow safe flying. The glider may only be flown by pilots who hold a valid
pilot’s licence or who are under the supervision of a certified paragliding instructor. The manufacturer,
if the pilot has sufficient education, experience and training
if the pilot is able to do all the intended maneuvers descriebed and recommended in this manual
if the pilot’s take-off weight is correct for the glider
with the correct tecnical condition equipment checked before each flight (wing, seat, reserve, hel-
under visual meteorological conditions VMC (not in cloud, fog or mist), considering the national and
if the pilot is able to do all the intended maneuvers descriebed and recommended in this manual
with the correct tecnical condition equipment checked before each flight (wing, seat, reserve, hel-
with the correct tecnical condition equipment checked before each flight (wing, seat, reserve, hel-
with the correct tecnical condition equipment checked before each flight (wing, seat, reserve, hel-
under visual meteorological conditions VMC (not in cloud, fog or mist), considering the national and
All use of the paraglider outside of this behaviour brings a much bigger risk of accident.
under visual meteorological conditions VMC (not in cloud, fog or mist), considering the national and
under visual meteorological conditions VMC (not in cloud, fog or mist), considering the national and
under visual meteorological conditions VMC (not in cloud, fog or mist), considering the national and
4

Owners Manual XIX FORM 3
Before your first
launch
All XIX products are subject to stringent quality
control checks after manufacture. In addition to this
your dealer will have given your glider a test flight.
Nevertheless we do recommend that your first
flights are made from a beginner’s slope.
Before every launch
Carefully check all your equipment whenever you
intend to launch, especially your carabiners, harness
buckles, glider fabric and speed system. Then carry
out the five-point check and launch preparation.
The FORM 3 requires no special launch technique
and is easy to inflate.
A couple of tips on the best way to launch:
Preparation
Lay out your glider with the leading edge in a slight
curve. Carefully sort the lines. We recommend that
you lift up the risers and, starting with the brakes,
separate each set of lines and lay them on the
ground.
Inflation
Take both A-risers in your hands, carry out your
five-point launch check and start to run, holding
your arms slightly behind you. The glider will rise
easily and evenly with a constant pull. When launch-
ing into a strong headwind it is best to use a reverse
launch.
Use the weight of your body to launch the pa-
raglider and not just the strength in your arms. If
necessary use the brakes to stabilise the FORM 3,
particularly if it rises too quickly. Once the glider is
above you, carry out a visual check.
Acceleration and
launch
When you are sure that everything is OK, start to
run with long strides, braking slightly. Your FORM 3
will soon lift you off the ground. You have not com-
pleted the launch procedure until you are well clear
of the ground.
Launching in tailwinds and strong headwinds can
be dangerous. Stumbling in a tailwind or running
quickly over rough ground put you at risk of injury.
You may launch without meaning to if there is a
strong head wind (more than 15 km/h).
Normal flight
The FORM 3 is a very agreeable glider to fl y.
It is stable and responsive and the pressure
required on the brakes is comfortable and in-
creases progressively. Let the wing fl y!
5

Owners Manual XIX FORM 3
Maximum glide
You will reach maximum glide in nil wind at trim-
speed (hands up). Use of the speed bar will improve
your glide angle if you are flying into a head wind.
Minimum sink
The minimum sink rate is reached with about 30%
brakes. Apply a little brake when thermalling or fly-
ing through turbulence. This will allow you to core
the thermal better and climb faster. It also increases
stability.
We do not want to give specific instructions on how
to thermal because there are thousands of different
types of thermal of various strengths. Steer however
you feel most comfortable and try to visualise and
feel the thermal as you are flying through it. A ‘col-
umn’ or a ‘bubble’ never stays the way it is shown in
pictures for very long, so continue to climb as con-
sistently as possible.
Landing
You will already have learned that you must always
make a circuit before landing. We recommend that
you apply 10-30% brakes during your final approach
to a level landing field. Then flare when you are ap-
proximately 50 cm above the ground. Take care
when landing in windy conditions and look out for
obstacles. Ground turbulence can be treacherous -
never apply too much brake close to the ground.
Winch-towing
The FORM 3 can be winch-launched without any
other equipment being needed. Local regulations
should be observed at all times.
Harness
All standard harnesses classified „GH“ by the Ger-
man DHV are suitable for this glider.
Speed system
The FORM 3 is equipped with a speed system
attached to the risers. The speed bar (included
with the paraglider) can be attached to most har-
nesses. Before launch, secure the connecting lines
for the speed bar evenly on either side to the A-
risers through the pulleys to the Brummelhooks
on the speed system. The length is correct when
the two pulleys touch each other when your legs
are stretched out and they cannot be moved any
further.
IMPORTANT: make sure that you are able to re-
lease the speed bar at any time and that it can’t be
snagged on anything. In the ‘off’ position the speed
system should have at least 5 cm of slack for safety
reasons (check this!). Get a friend to help you by
holding up the risers when you install the speed
bar.
Speedpedal adjusted
Speed system
is equipped with a speed system
attached to the risers. The speed bar (included
with the paraglider) can be attached to most har-
make a circuit before landing. We recommend that
you apply 10-30% brakes during your final approach
with the paraglider) can be attached to most har-
nesses. Before launch, secure the connecting lines
for the speed bar evenly on either side to the A-
risers through the pulleys to the Brummelhooks
on the speed system. The length is correct when
the two pulleys touch each other when your legs
are stretched out and they cannot be moved any
further.
IMPORTANT
: make sure that you are able to re-
lease the speed bar at any time and that it can’t be
snagged on anything. In the ‘off’ position the speed
system should have at least 5 cm of slack for safety
. Get a friend to help you by
nesses. Before launch, secure the connecting lines
for the speed bar evenly on either side to the A-
risers through the pulleys to the Brummelhooks
on the speed system. The length is correct when
the two pulleys touch each other when your legs
are stretched out and they cannot be moved any
: make sure that you are able to re-
lease the speed bar at any time and that it can’t be
snagged on anything. In the ‘off’ position the speed
system should have at least 5 cm of slack for safety
. Get a friend to help you by
holding up the risers when you install the speed
: make sure that you are able to re-
lease the speed bar at any time and that it can’t be
snagged on anything. In the ‘off’ position the speed
system should have at least 5 cm of slack for safety
. Get a friend to help you by
holding up the risers when you install the speed
6

Owners Manual XIX FORM 3
If you activate the speed system, the lengths of the
various risers are altered in relation to each other.
This reduces the angle of attack, and consequently
the drag and lift, which causes the glider to fly faster
until a stable point of flying is reached again at a
higher speed.
With the speed system activated, you can fly out of
sink zones more quickly, improve your glide angle
when there is too much headwind or simply fly
faster.
Always bear in mind that the tendency of any
glider to collapse will increase with higher
speeds because the angle of attack is reduced.
Return immediately to normal-speed flight if
you are not completely comfortable.
It is possible that the leading edge will vibrate slightly
or become misshapen at higher speed, but this is no
cause for concern.
If you are flying at speed ease off the speed bar to
avoid a collapse if there is any deformation in the
leading edge, if the A-risers ease or if your legs
sense reduced pressure in the speed bar.
Never use the speed system close to the
ground or in turbulence. In particular, just be-
fore landing,
it is much safer to fly backwards than to fly at
full speed if there is ground turbulence. Glider
collapses occur more frequently at speed, the glider
reacts more quickly and more experience is re-
quired to bring the glider back under control. If your
paraglider collapses at speed, release the speed bar
immediately and use the brakes to regain control of
the glider.
Altering the brake
lines
Unfortunately brake lines are often altered but this
is not permitted according to the DHV and not
recommended under any circumstances, as
there can be serious drawbacks.
When we manufacture a paraglider, we set the
brakes to the optimal length and obtain certification.
Shortening or lengthening the brake lines affects ex-
treme flying and noticeably worsens performance,
especially when flying at speed. Lengthening the
brake lines also has a detrimental effect on handling.
We therefore strongly advise that you do not
alter the length of the brake lines.
Speedpedal entspannt / ease up
Speedpedal 1. Stufe / 1. step
Speedpedal 2. Stufe / 2. step
7

Owners Manual XIX FORM 3
Quick descent
Never let go of the brakes during the following
manoeuvres - you will then be able to react im-
mediately if any problems arise during these moves,
which are demanding at the best of times.
You are probably already familiar with several rapid
descent methods.
‘Big ears’
The best descent method is big ears because only
the wing loading and the sink rate increase and no
stall occurs. Sufficient forward speed is maintained
and reduced manoeuvrability is possible through
weight-shifting. The sink rate is not as high as with other descent
methods, but maintaining forward motion allows
you to fly out of a lift band.
The FORM 3 has a split A-riser system. This makes
big ears easier because you do not need to spend
time looking for the right A-risers. To carry out this
manoeuvre, grab the outside A-risers and pull them
down towards you.
The sink rate and forward velocity can be increased
by using the speed system. This is a very stable flying
position. You will only be able to turn the glider by
weight-shifting. The sink rate increases to approxi-
mately 4-5 m/s.
To return to normal flight, simply release the A-ris-
ers, ease off the speed system and the glider should
re-inflate. If this does not happen, then a short sharp
pump on the brakes will help. Be careful not to
brake for too long – this can cause a stall.
WARNING!
 You should not use ‘big ears’ during spi-
ral dives. This can overload parts of your
equipment.
 The FORM 3 must not be flown with con-
stant brake when big-ears are applied
(risk of stall).
The sink rate is not as high as with other descent
methods, but maintaining forward motion allows
methods, but maintaining forward motion allows
you to fly out of a lift band.
FORM 3
has a split A-riser system. This makes
big ears easier because you do not need to spend
time looking for the right A-risers. To carry out this
manoeuvre, grab the outside A-risers and pull them
down towards you.
The sink rate and forward velocity can be increased
by using the speed system. This is a very stable flying
position. You will only be able to turn the glider by
weight-shifting. The sink rate increases to approxi-
has a split A-riser system. This makes
big ears easier because you do not need to spend
time looking for the right A-risers. To carry out this
manoeuvre, grab the outside A-risers and pull them
The sink rate and forward velocity can be increased
by using the speed system. This is a very stable flying
position. You will only be able to turn the glider by
weight-shifting. The sink rate increases to approxi-
To return to normal flight, simply release the A-ris-
ers, ease off the speed system and the glider should
re-inflate. If this does not happen, then a short sharp
pump on the brakes will help. Be careful not to
brake for too long – this can cause a stall.
The sink rate and forward velocity can be increased
by using the speed system. This is a very stable flying
position. You will only be able to turn the glider by
weight-shifting. The sink rate increases to approxi-
To return to normal flight, simply release the A-ris-
ers, ease off the speed system and the glider should
re-inflate. If this does not happen, then a short sharp
pump on the brakes will help. Be careful not to
brake for too long – this can cause a stall.

You should not use ‘big ears’ during spi-
ral dives. This can overload parts of your
You should not use ‘big ears’ during spi-
ral dives. This can overload parts of your
ral dives. This can overload parts of your
equipment.
ral dives. This can overload parts of your
equipment.
ral dives. This can overload parts of your
equipment.
The FORM 3 must not be flown with con-
The FORM 3 must not be flown with con-
The FORM 3 must not be flown with con-
The FORM 3 must not be flown with con-
stant brake when big-ears are applied
stant brake when big-ears are applied
stant brake when big-ears are applied
8
‚big ears‘

Owners Manual XIX FORM 3
Spiralen
Spiral dives
Spiralen
Spiral dives
Spiral dives
Applying the brake progressively and continuously
and weight-shifting on one side will increase bank
angle and bring you into a spiral dive. This will take
1-2 turns. Make sure that you do not stall because
of braking too strongly on one side, which would
result in a flat spin.
To recover from a spiral dive, slowly release the
brake. The FORM 3 has very restrained roll and
pitch behaviour, but if you release the brake too
quickly in a spiral dive, the wing will roll out rap-
idly and start a short climb to reduce the higher
speed. You should then be prepared for the glider
to surge forward as a result and to control it with
the brakes.
This method is only tested by DHV test pilots to
sink rates up to 14 m/s. In this range you will have
no problems with the FORM 3. However, you can
reach sink rates well over 15 m/s and acceleration
above 3g which is not permitted and puts you at
serious risk.
The centrifugal forces will put stress on both the
glider and your body especially if you make many
revolutions one after the other. There is also a dan-
ger of losing spatial orientation. With speeds over
100 km/h brake line forces will be very high and you
may no longer be able to weight-shift, causing a sta-
ble spiral from which you cannot easily exit.
During the spiral, we strongly recommend that
you do not panic and try to continue breath-
ing. Do not exceed a vertical speed of -14 m/s.
To exit, use weight-shifting and simultaneously
brake against the direction of the spiral. Leave
the spiral gently over 1-2 turns.
A further significant disadvantage of this descent
method is that in many cases you are not able to
leave the lift band or you are carried off course by
the wind.
1
9

Owners Manual XIX FORM 3
B-Line Stall
B-line stall
The B-line stall is another efficient descent method.
This gives you a sink rate of 6-9 m/s. Check the
airspace below and behind you before pulling a
B-line stall. To begin, grab the B-risers at the line
connections.
While holding both brakes firmly in your hands, pull
the B-risers down symmetrically and progressively
until you pass the first marked point of resistance
and the glider loses speed. Hold this position. The
glider will stop and partially deflate before stabilising
over your head.
To recover, release the B-risers back to their normal
position evenly over a period of one second. We
recommend that you do not let the B-risers ‘snap’
out – this puts severe stress on the fabric, seams
and lines. See the section below on ‘extreme flying’
for what you should do if you go into a deep stall
(which would be unusual).
The disadvantage of the B-stall descent method is
the fact that the airflow over the glider stops com-
pletely and you remain in the lift. Even though the
FORM 3 does behave very well in this particular
manoeuvre, it puts unusual stress on the fabric and
is therefore not recommended.
Extreme flying
You may find yourself in the following situa-
tions despite your best intentions due to tur-
bulence or because you have over-reacted. We
are therefore describing them but strongly
advise that you only try them with competent
supervision over water so that you learn to
control them properly.
Collapses
This can happen if you are flying in turbulent air but
is usually no problem with the FORM 3, since it
normally recovers immediately from a collapse up
to a half span without any pilot input.
If the FORM 3 does not immediately recover and
begins to rotate, brake slightly on the side of the
glider which is still open. Control the flight direction
in this manner, particularly if you are near any obsta-
cles. Apply strong sharp pumps with the brake on
the closed side to accelerate recovery.
Big collapses more than half the wing span will cause
the glider to swing forward and rotate. Too much
brake on the side which is still open can cause a
complete stall. Braking slightly, let the wing move
forward to recover the normal angle of attack. Do
not force the wing to stay in a vertical position over-
head or to re-inflate immediately. It takes time to
recover from this manoeuvre.
You may find yourself in the following situa-
tions despite your best intentions due to tur-
bulence or because you have over-reacted. We
are therefore describing them but strongly
advise that you only try them with competent
supervision over water so that you learn to
control them properly.
Collapses
This can happen if you are flying in turbulent air but
is usually no problem with the
FORM 3
normally recovers immediately from a collapse up
to a half span without any pilot input.
of the B-stall descent method is
the fact that the airflow over the glider stops com-
does not immediately recover and
begins to rotate, brake slightly on the side of the
glider which is still open. Control the flight direction
in this manner, particularly if you are near any obsta-
cles. Apply strong sharp pumps with the brake on
the closed side to accelerate recovery.
Big collapses more than half the wing span will cause
the glider to swing forward and rotate. Too much
brake on the side which is still open can cause a
complete stall. Braking slightly, let the wing move
forward to recover the normal angle of attack. Do
does not immediately recover and
begins to rotate, brake slightly on the side of the
glider which is still open. Control the flight direction
in this manner, particularly if you are near any obsta-
cles. Apply strong sharp pumps with the brake on
Big collapses more than half the wing span will cause
the glider to swing forward and rotate. Too much
brake on the side which is still open can cause a
complete stall. Braking slightly, let the wing move
forward to recover the normal angle of attack. Do
not force the wing to stay in a vertical position over-
head or to re-inflate immediately. It takes time to
the glider to swing forward and rotate. Too much
brake on the side which is still open can cause a
complete stall. Braking slightly, let the wing move
forward to recover the normal angle of attack. Do
not force the wing to stay in a vertical position over-
head or to re-inflate immediately. It takes time to
10