Dudek Nucleon WRC cabrio User Manual

user manual

NOTE!
Please read this manual carefully before your first flight

Very important!

Before use it is vital to check in which configuration the steering lines and pulleys
are currently set (lower or upper hangpoints) and adjust them to your preferences if
necessary.
The risers have two points to fix the pulleys on – lower and upper one (see risers
on page 34). On each main steering line there are three points marked, to fix the
steering handle according to position of the pulley.
Steering lines must not not push down the trailing edge when not operated – this
must be observed in all possible configurations of trimmers and speed-system.
Steering lines must have a couple of centimeters play before they engage affect
the canopy (see section 3.1 on the proper adjustment). For sake of safety it is
always recommended to set the brakes rather too loose than too tight. Make sure
they are set symmetrically, too.

Ill-adjusted steering lines may cause you to misinterpret the canopy’s
behaviour in flight, and in case of encountering turbulence in accelerated
flight dangerous collapses may occur.

When flying at full speed (trimmers opened / trimmers opened and speedbar
pushed), especially in uneasy air, it is highly recommended to steer the paraglider
using alternative steering methods like TEA or ALC+ (TST) only.
With increasing speed an effect of „inverting” the profile when trailing edge is being
pulled down emerges (pulling the brakes, see page 20). That effect can cause
dynamic collapses, especially at full speed.
The safest way to change your course at high speeds is to use (in the order of
safety) the TEA lines, or TST handles connected to the ALC+ lines. Any steering
inputs should be smooth and easy, without sharp and/or deep movements. Such
actions can dynamically change pressure distribution over the airfoil, leading to
collapses.

These warnings affect every paraglider and Nucleon WRC CABRIO is no
exception!

TABLE OF CONTENTS

1. Introduction......................................................................................3

2. The wing..............................................................................................4

2.1 Design

2.2 Construction

3. Flight operation............................................................................9

3.1 Steering lines and launch assist adjustment

3.2 Free flying

3.2.1 Take-offt

3.2.2 Flight

3.2.3 Landing

3.2.4 Winching

3.3 Powered flight

3.3.1 Take-off

3.3.2 Level flight

3.3.3 Landing

3.3.4 Golden rules

3.4 Quick descent methods

3.4.1 Big ears

3.4.2 Spiral dive

3.4.3 B-stall

3.5 Acro Flying

3.5.1 Wing over

3.6 Extreme manoeuvrese

3.6.1 One sided collapse

3.6.2 Frontal collapse

3.6.3 Parachutal stall

3.6.4 Line over and cravatte

3.6.5 Emergency steering

4. Canopy care........................................................................................26

Page

4.1 Folding and Storage

4.2 Cleaning

4.3 Repair

4.4 Deterioration - a few tips

5. Technical data.................................................................................28

6. Warranty, AeroCasco..............................................................29

7. What have you bought......................................................................31

8. Rigging tables.....................................................................32

9. Risers........................................................................................34

USER MANUAL

1. INTRODUCTION

CONGRATULATIONS!

We are pleased to welcome you among the growing number of Dudek Paragliders
pilots. You’ve become a proud owner of state-of-the-art Nucleon WRC Cabrio
Paraglider, yet another trend-setter in powered paragliding world.

Extensive development, application of the most modern methods and thorough
testing make the Nucleon WRC Cabrio a user-friendly paraglider, offering the pilot
a lot of fun combined with great performance.

We wish you many enjoyable and safe flying hours.

DISCLAIMER
Please read this Manual carefully and note following details:

$ The purpose of this Manual is to offer guidelines to the pilot using the

Dudek Nucleon WRC Cabrio wing and it is by no means intended to be
used as a training manual for this or any other paraglider.

$ You may only fly a paraglider when qualified to do so or when

undergoing training at an accredited School under instructor’s
supervision.

$ Pilots are personally responsible for their own safety and their

paraglider's airworthiness.

$ The use of this paraglider is solely at the user's own risk! The

manufacturer and distributor do not accept any liability connected with
this activity.

$ This paraglider on delivery meets all the requirements of the EN 926-1

and 926-2 regulations. Any alterations to the paraglider will render its
certification invalid.

Notice

Dudek Paragliders warns that due to the constant process of development
the actual paraglider may differ slightly from the one described in the
manual.

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2. THE WING

Who should fly Nucleon WRC Cabrio?

Nucleon WRC Cabrio is a top drawer, modern PPGG canopy. It is very easy to
launch, fast to fly, effective to steer and has wide speed range on trimmers. It will
satisfy both pleasure pilots, seeking safe and comfortable sightseeing, and
ambitious competitors or record hunters.

Nucleon WRC Cabrio is designed for both trike and tandem flying, albeit with
different weight ranges:

$ trikes can be flown in entire weight range,
$ tandem flying (foot launch) should be done in lower half of the weight

range only.

Such limitation is caused by relatively high take-off speed under heavy load,
making launch in no wind a hard task. A trike will take-off all right at max load, yet
two heavy persons will probably fail. Of course there should be no problem with
foot launch when some wind is blowing.

2.1 DESIGN

Slight changes in design as compared to traditional, non-stiffened Cabrio
brought to the paralider increased agility. Smart connections between mylar
reinforcements and synthetic rods (like in e.g. Hadron) result in easy inflation
and stiffer leading edge.

The paraglider launches easily and smoothly rises over your head. With
good trimmers configuration and sufficient engine power lifting the A risers
may be not necessary (canopy rises by itself) - a very important feature for
trike pilots.

Speed ranges of the trimmers have been slightly widened. It is of special
importance for tandem and trike pilots, as they have no way to employ
standard speed system. In fact, everybody should be delighted with
maximum speed, offering joy when overtaking others and broadening your
operational envelope.

Another news is the ALC+ (improved ALC steering system) - it is more
effective and balanced, so that steering appears to be smoother. Steering
elements are TST handles - well known from our previous paragliders.

Incorporation of our own Dudek Reflex Airfoil and corresponding rigging
result in comfortable flight even in rough conditions, due to great margin of
passive safety.

We are positively sure that the Nucleon Cabrio is the best paraglider
available in its class.

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USER MANUAL

The fundamental feature a good PPG and PPGG wing should possess is its
great stability and tuck-resistance. When this is achieved, the user does not
have to concentrate all the time on steering, thus saving energy for other
purposes like navigation, taking pictures or simply enjoying the flight.

Moreover, the faster and safer your paraglider is, the more often you can fly.
While the Nucleon WRC Cabrio was designed to retain all the features of a
conventional paraglider, application of a reflex aerofoil section added several
new qualities.

First of all, using that profile means that the wing stability does not depend
exclusively on the pilot’s actions anymore. It maintains its own pitch attitude,
rising and sinking through thermals while remaining stable above your head,
without need for so much pilot input.

Generally speaking the reflex profile is a special kind of aerofoil section.
Specific static pressure distribution creates a situation where at low attack
angles, only the wing fore part (some 60% of the chord) is producing lift,
while the rear 40% of the chord acts as a stabiliser against excessive
decrease of the attack angle.

With trimmer system you can considerably raise the rear part of the airfoil,
thus effectively reducing projected chord and surface area by some 30%,
giving the paraglider a higher wing loading and increasing speed without
change in the angle of attack. The centre of pressure also moves forward,
adding enhanced pitch stability. Such a shift of loading gives the wing
exceptional tuck-resistance and increases projected aspect ratio, resulting in
much better performance especially at full speed.

Should you require more lift at lower speeds, the rear section can be pulled
down to restore a full airfoil, effective along the whole chord.

Piloting the Nucleon WRC Cabrio actually reminds flying a conventional
powered aircraft more than a paraglider.

Below we will try to give you a closer look at some of its remarkable
features.

2.2 STRUCTURE

The Nucleon WRC Cabrio 3D body was designed in our CSG (Canopy
Shape Guard) system, comprising many elements resulting in exceptional
coherence and stability of the shape. Below you will find a short description
of CSG subsystems.

Nucleon has an elliptical planform with slightly rearward swept tips. The cells
are divided with ribs additionally supported by diagonal VSS (V-shaped
supports) system. Such arrangement ensures a smooth top surface, exact

5

aerofoil reproduction across the entire wingspan and yet more importantly,
minimal number of suspension points.

The lower surface has a RSS (Reinforcing Strap System)
applied in the wing’s interior. RSS is an ballooning­independent reinforcements system, made entirely of
paragliding fabric, stiffening and stabilizing entire canopy
structure.

Nucleon’ aerofoil is another product of our DRA (Dudek
Reflex Airfoil) technology. It was calculated with our
previous experiences in mind and thoroughly tested with
numerical methods.

Properties of a reflex airfoil were described above. The
suspension points areas are additionally reinforced with laminated fabric so
that loads are equally distributed on three planes: vertically (through the
ribs), diagonally through VSS system and level through the RSS.

All crossports have been prepared using OCD (Optimised Crossports
Design) technology. Carefully designed shapes of the openings and their
optimal placement between stress lines guarantee very efficient pressure
distribution in the canopy and its quick inflation. These openings are scaled
together with the ribs, so that their replicability is flawless and they do not
disturb the aerofoil in any way.

Another feature of the Nucleon WRC Cabrio is the Flexi-Egde technology.
The leading edge is closed to the airflow, and its precise shape is kept with
laminated cloth reinforcements, incorporating synthetic rods. The rods make
the leading edge stiffer and smoother, bringing improvements in many areas

- from easier inflation, through stiffening the canopy in flight to improved
general airflow.

Cell openings are positioned on the undersurface in the vicinity of the
leading edge. Their exact placement was very carefully selected, so that
they got maximum ram effect in as many flight situations as possible.

On the wingtips we placed the ACS (Auto Cleaning Slots) - dedicated slots
automatically removing dirt from inside the wing.

Careful selection of modern fabrics and design solutions brings about great
strength and durability of the Nucleon. All materials used come from marked
production batches, and each production step can be verified down to
identification of specific worker and controller.

Nucleon Cabrio WRC is manufactured under new technology, utilizing
precision of the laser cutter. All stages of production process take place in
Poland under strict supervision of the designer himself, thus ensuring
highest European quality.

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USER MANUAL

Fabric

The upper surface is made of 38 and 41-gram Dominico Tex cloth. Lower
surface is made of 34-gram Dominico Tex cloth, contributing to low weight of
the canopy.

The ribs must be as rigid and stretch-resistant as possible. We found these
qualities in Porcher Skytex Hard cloth with E29A impregnate (40 g/m2). All
suspension points and leading edge reinforcements are made of SR-Scrim
fabric.

Rigging system

All of the Nucleon WRC Cabrio suspension lines are sheathed by a coloured
polyester layer which is covering a brownish Technora core. Low number of
lines required such composition, featuring high strength and stretch­resistance of the lines.

The rigging system consists of individual lines looped and stitched at each
end. The upper level lines start at the attachment points. Cascade-wise they
are joined by twos or threes to middle layer lines. These in turn connect by
twos or threes to main suspension lines, which are attached to the risers
with triangular quick links (maillons). To prevent their slipping off, the lines
are kept together with a rubber 'O ring'.

All the maillons are made of corrosion resistant, polished stainless steel,
ensuring excellent strength and durability. We use only the best quality,
certified maillons by Peguet.

Stabilo lines run from the outer suspension points to the maillons through
consecutive cascades as well. The same story goes for the steering lines.
They run from the trailing edge through several layers to the main steering
lines, which are lead through the pulleys connected to the rear risers and
then fixed to the brake handles. Steering lines do not carry any load.

Some of the steering lines of the upper level are additionally led through
rings sewn into the trailing edge, shortening it when the brake is applied, so
that steering becomes lighter and more effective.

All the lines are distinguished by colours depending on their strength:

+ 2,3 mm; strength: 420 daN; colour: celadon (willow green),
+ 1,8 mm; strength: 280 daN; colour: red and orange (the latter for

pulling big ears),

+ 1,5 mm; strength: 190 daN; colour: violet,
+ 1,3 mm; strength: 140 daN; colour: green,
+ 1,2 mm; strength: 90 daN; colour: blue.

(given colours are subject to slight changes).

7

THE RISERS

For the Nucleon WRC Cabrio we have chosen four-way risers equipped
with:

+ ELR (Easy Launch Riser) system. This is an specially

marked A riser (yellow ribbon),

+ manual speed-system affecting A, B and C risers

when engaged, equipped with a handle and trimmer buckle to lock it in
desired position;

+ trimmers of red band with visible scale, designed for quick and easy

replacement in case of deterioration;

+ various levels of the pulleys, to be used depending on the hangpoint

level;

+ ALC+ allows for effective turns even at high speed,

without distorting reflex profile too much. Steering is
done with dedicated TST handles (Tip Seering
Toggles).

+ TEA -Torque Effect Adjuster – allowing for eliminating the effect of

engine torque, tending to turn the paraglider in the direction opposite
to the propeller's rotation. The system can be adjusted to match your
specific combination of paramotor/propeller.

For quick and easy recognition in emergency, some of the risers are
distinguished with coloured band as follows:

A - yellow (used for launching)
A' - black neoprene (used for big ears)
B - red (used for B-stall)
D - grey (needed to keep the glider down in strong wind – aborted

launch).

Main A row suspension lines connect to an A riser (yellow) and A' (black
neoprene). B row and stabiliser lines go to B riser (red), C lines go to C riser
(black neoprene) and D lines to D riser (grey), as well as steering lines
(through their pulleys).

Brake handles are attached to the steering lines at optimal point,
guaranteeing safe and effective operation. On the main brake line there are
two point marked, higher and lower, to be used depending on the harness
hangpoint level.

On adjusting the steering lines see chapter 3.1.

Our newest brake handle used in Nucleon WRC Cabrio besides its
attractive, light design, features:

+ a swivel – preventing possible twisting of the steering

line,

+ TCT (Triple Comfort Toggle) system,
+ EK (Easy Keeper) system

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USER MANUAL

3. FLIGHT OPERATION

3.1 STEERING LINES AND LAUNCH ASSIST ADJUSTMENTThe

Nucleon’s WRC Cabrio risers are shorter than in most paragliders, thus
alleviating potential problem with different hangpoints. There are two places
to fix the steering lines pulley – high, and middle (see risers diagram on p.

36). On the main steering line there are three points marked – lower, middle
and higher, indicating where to fix steering handle depending on pulley
placement.

CAUTION! Before first use check whether steering lines and pulleys are set
for higher or lower hangpoint, and adjust them to your preferences if
necessary.

When flying with low hangpoint (or without paramotor) fix the pulleys to
upper loops on the risers, and the steering handles on upper or middle
positions marked on the steering lines (so that steering lines are effectively
shortened).

General rule is simple - higher hangpoints require longer brake lines,
lowerhangpoints require shorter lines.

Before you take your Nucleon WRC Cabrio in the air, we strongly advise to
try out everything first. Hang up the entire PPG unit with ropes (in case of a
trike it is enough to clip the risers in), sit in and have someone pull up the
risers. You must make sure that in flight you will always be able to reach the
brake handles, even if the airflow blows them away.

While being suspended in this way, you have a perfect opportunity to adjust
the launch assist system too (if present). It should engage the A risers,
shortening them when the canopy remains behind the pilot. During inflation
its effect should gradually diminish and finally disappear completely as the
canopy arrives overhead. If you think the paraglider is rising up too rapidly,
lines or straps of assist system should be lengthened.

An additional way to check the whole configuration out is to visit take-off
sitein steady winds. Inflate the canopy and take it up over your head. When
it stabilises, check that the brakes are loose and are not pulling the trailing
edge. There should be a spare inch or so before they activate.

Remember that it is always safer to set the margin of play too big than too
small. And, most important, the setting must always be symmetrical.

3.2 FREE FLIGHT (no power unit)

Although the Nucleon WRC Cabrio according to its design book is a fast
PPG wing, it behaves surprisingly well as a classic tandem paraglider too
and can be used as such without any changes.

9

Easy Keeper (EK)

Easy Keeper is the name of our proprietary system to hold the brake handles at
the risers. The strong neodymium magnets keep them firmly in place, while
both attaching and releasing goes smoothly and easily. With Easy keeper you
can easily secure the brakes in flight, thus minimizing danger of their contact
with the propeller.

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USER MANUAL

Tip Steering Toggles (TST)

TDS

Launch assist system

TST

handle

+

ALC+ allows for aggressive turns
even on full speed, without
modifications of the reflex profile.

This is of special importance when
flying in turbulences with open
trimmer and speed system
engaged.

Additionaly it is important for
bigger canopy sizes, without
special solutions demonstrating
problems associated with big
steering forces and low agility.

Prior to grabbing the miniature
TST-handles (Tip Steering
Toggles) pilot places the main
steering handles in special Toggle
Docking Stations (TDS). In this
way you can comfortably steer the
wing via TST handles, not
worrying about the brakes getting
tangled.

Additionally mounted straps shorten A risers during inflation (left photo).
When the canopy is ready at 12 hrs position, A risers go back to their
original length (assist system ceases to work - right photo)

11

The essential difference between Nucleon WRC Cabrio and classic
paragliders means that due to its increased tuck-resistance (both during start
and flight) and greater speed range it can be safely flown in strong
conditions. Generally (and paradoxically from traditional point of view) the
faster you fly, the safer is your flight.,

Most of tandem and practically all trike launches are executed as alpine
(forward) launches due to considerable inertia of pilot/passenger
combination. Reverse launches are being done only when it is really
impossible to take off the straight way. A reverse launch with a trike is hardly
possible at all anyway.

3.2.1 TAKE-OFF

In case of forward launch we recommend that after laying out the wing all
lines be taut, without unnecessary play. The paraglider is pulled up with A
risers only. The optimal trim setting is “0”, that is fully closed. Applying
steady pressure on the A risers (or engaging launch assist system) move
forward. The wing practically does not overshoot, so the front collapses that
otherwise happen quite often at launch, occur rarely with the Nucleon WRC
Cabrio. Instead it kind of waits for you to catch up with it.

In case of reverse launch we recommend the trims to be set depending on
wind speed (the stronger the wind, the more open position). Due to lack of
overshooting tendency take-off is easy, pilot has only to brake slightly before
turning.

CAUTION
During take-off it is important to keep the risers under pressure until
almost airborne. Reflex profile used has an inherent tendency to
increase the angle of attack. In effect, the paraglider can lag behind the
pilot when not pulled up appropriately.

3.2.2 FLIGHT

The enlarged speed range of Nucleon Cabrio may demand some attention.
However, once you have mastered these additional aspects, flying will
become pure pleasure. Good handling will let you make the best use of
thermals, and increased speed on glides means that your presence in
sinking air will be shorter.

To avoid stalls when braking with slow trims setting (low on scale), their
movement is restricted by the tape sewing. (Note: it is possible to push the
sewn tape through the buckle with both hands to replace it, but normal
operation range is restricted by said place).

When the trims are fully opened (high on scale) the wing becomes faster
and stiffer, increasing its stability even more. The brake forces increase too,
as well as the distance to the stall point. The radius and bank angle in turns
grow proportionately to the growing brake forces. If the trims are set fast (or

12

USER MANUAL

fully opened) and the wing is not flown near the ground, a switch to TST
handle is advised. Turns executed in this way will be slightly wider, but
strength needed to initiate the turn will be smaller and there will be no
decrease in speed. TST handles can be used at all trimmer settings.

3.2.3 LANDING

With closed trimmers Nucleon WRC Cabrio lands like any other paraglider.
The brake forces, initially low, are growing proportionally, giving ample
warning before stalling. Still you should be careful when flying at low speeds
until fully familiar with brake operation.

Landing with trims set fast (above “0” position) may require proportionately
more space, as the paraglider has a lot of kinetic energy and careless
application of brakes may even cause the wing to climb.

Most pilots get to know the wing relatively fast and quickly gain enough trust
to fly it in stronger conditions than they did ever before. Still, you should
always be careful when flying low.

Remember that Nucleon WRC Cabrio flies faster than classic paragliders
and sometimes it can be of importance (e.g. when landing on a slope).

After landing in strong wind the paraglider can be safely put down with a
strong pull on the rear D risers.

3.2.4 WINCHING

Nucleon WRC Cabrio is not designed for winching. As mentioned before,
reflex profile used in the wing has an inherent tendency to increase the
angle of attack. While in normal flight such a disposition makes it safer,
during winch start it can bedangerous. Nevertheless, a lot of successful
winches on Nucleon WRC Cabrio have been made.

Experience shows that it should only be done with trims set a couple of
centimeters above “0” point.

To sum it up: winching can be done, but proper attention must be paid.

3.3 POWERED FLIGHT

CAUTION: Before each start it is necessary to have a thorough check of
thewing, harness and power unit (trike).

In powered flight most of the wing characteristics remain as described above
(chapter 3.2). Still there is additional information needed - concerning power
output, proper matching of the wing/engine/propeller etc.

13

Dudek Paragliders cannot take responsibility for all possible combinations,
but if you contact us in doubt, we are always ready to help.

First flights

In order to get familiar with your wing we recommend flying with trimmers set
slow, because in this configuration Nucleon WRC Cabrio behaves as a
classic paraglider. Flying like that try pulling the brakes some until you feel
resistance, usually it will be at about 1/4 of the range.

Once you feel competent with your wing, you can start experimenting with
faster trim settings and speed system. Learn to use all the additional speed
and safety of the Nucleon WRC Cabrio.

3.3.1 TAKE OFF

Classic foot launch

Even when it seems that there is no wind at all, it is rarely so. Therefore
always be careful in determining the conditions, as in PPG flying it is most
important that the launch and initial climb are performed with a head wind
(danger of losing your airspeed while crossing the wind gradient is greatly
reduced). Special attention must be paid to trees, power lines and other
obstacles, including the possibility of emerging rotors.

Wing preparation

Lay out the paraglider downwind of the power unit, with all suspension lines
taut and pointing toward center of the power unit. The risers are to be laid on
the ground. Set the trimmers at “0” (see fig. 5). In strong conditions faster
settings can be advised. Make sure that you warm up the engine while
standing windward of the wing. Stop the engine before clipping in the risers.

Now have a quick check whether:

+ the helmet is on and locked
+ the risers are clipped in the carabiners
+ the trimmers are se,
+ nothing will get in propeller's way
+ steering lines and handles are free and not twisted
+ engine is delivering full power
+ airspace is clear for take off

When you are sure everything is OK, you can clip in the wing and execute
launch as described in paragraph 3.2.1.a.

From now on you should steer the paraglider facing forward only, without
looking back over your shoulder (when the wing is low behind you, turning

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USER MANUAL

back can cause some lines to get in the propeller). Possible tripping and
falling is dangerous (and costly due to probable propeller loss!) so this
should be avoided at any price, even that of some damaged lines!

During launch, when you feel that the strain on both risers is equal, open up
full power and lean back to counter the engine thrust, so that it can push you
rather forward than towards the ground. The best option is not to use the
brakes at all and let the paraglider rise as it was laid out. If it starts to swerve
from its course, just pull the opposite riser and run under the centre of the
wing while preserving starting direction. If the wind suddenly weakens, give
a stronger pull on the risers.

If the paraglider drops to one side or back too far to be lifted again, kill the
engine, abort launch and check the conditions once again.

As the wing rises, the forces grow lighter and it should stabilise above your
head without overshooting. This is the best moment to check if it is inflated
well and the lines are not tangled, but do it without stopping nor turning. If
you feel the forces on the risers decrease, run faster and let go of the risers.
See whether there is any opposition on the brakes and, if necessary, use
them to correct direction or to increase lift at take-off.

REMEMBER:

+ If the cage of your power unit is not stiff enough, the risers strained

during launch can deform it to the extent of colliding with the propeller.
Before giving it full power, check that the cage is free of any lines.

+ Any brake operation (or steering inputs in general) should be smooth

and gentle.

+ Do not try to take off until you have your wing overhead. Hitting power

before that can cause dangerous oscillations.

+ Do not sit in the harness until you are sure you are flying!
+ The faster the trim setting, the more brake input is required for lift off
+ The lower the hangpoints of your power unit, the easier is the launch.

Forward launch with trike

Basic difference of the trike launch is that you are using your power unit to
get the wing overhead, and instead of pushing the A risers usually a launch
assist system is used.

After all preparations and checks, with the risers properly clipped in you can
start the engine. If a launch assist system is used, there is just a steering
handle in one hand, with the other hand grabbing the other brake handle and
throttle. Depending on power output of your motor initially open the throttle
only enough to fill up the canopy and get it above the propeller downwash.

15

When the trailing edge gets some three meters above ground and both risers
are equally loaded, open the throttle fully. Preferably you should not be using
the brakes during launch at all and let the canopy rise as it was laid out. If
you see it getting off course, give a delicate counter brake and steer your
trike under canopy root (center), while maintaining general take-off direction
steady as possible. If the wing drops too far to the side or behind you to get it
up again, switch off the engine, abort launch and re-evaluate conditions.

As the canopy rises, its resistance grows lighter and it should stabilise above
your head without overshooting. Too hasty corrections of launch direction can
result in sidewise oscillations – still, if they are not too deep, you can keep full
power in order to get off the ground as soon as possible.

After lift-off canopy will stabilize itself overhead and throttle can be eased off
a bit to get desired climb speed.

Reverse launch in strong wind

Reverse launch can be executed only as a foot launch or with ultralight
single-seated trike. You can do it holding both A risers and one brake in one
hand, with throttle and the second brake in the other hand. With a decent
wind it is by far the best way. In weaker wind it is better to choose a forward
launch, as running backwards with an engine on your back is not an easy
thing to do. It is reasonable not to pull the wing up until you are really
determined to launch, especially when it is clipped in.

Lay down the rolled paraglider with the trailing edge facing the wind. Unfold
the wing enough to find the risers and check that no lines are looped over the
leading edge. Stretch the risers against the wind, separating the left and right
one.

We suggest that you lay the risers in the same way as you will be turning
during a reverse launch, and place one riser over the other, with the rear
risers upmost. It should be done this way because once you clip in, the cage
of your power unit will make turning on your own impossible.

Now run the pre-launch checklist.

After warming up the engine put the power unit on, turn to face the wing, go
to the risers and clip them in the appropriate carabiners. Pulling on the front
and rear risers open the cells. It is a good idea to pull up the wing briefly in
order to check that the lines are not tangled. Holding the risers, brakes and
throttle as described above, pull the front risers and raise the paraglider over
your head. On most occasions you will

not have to brake it, especially if the trimmers are set for fast flight. Perhaps it
does not agree with your experience, but this is the way the reflex profile
works. When the trimmers are opened (set above “0”), the reflex profile

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USER MANUAL

stabilises the wing and does not allow it to surge forward. It can even stay
back a little - in such case pull the brakes a little and the glider will come
forward.

Once you have it overhead, turn around, open the throttle and take off. As
with the classic launch, in this case too you have to find such combination of
trimmers, brakes and throttle settings that will give you the best speed and
rate of climb.

CAUTION: You are launching with your hands crossed. You have to really
master this technique before trying it with a running engine on your back.

Climbing

Once you took off safely, continue heading against the wind, using brakes to
correct rate of climb. Do not try to climb too steeply - attempts to increase
climb rate by pulling the brakes will have an adverse effect - due to the
additional drag actual rate of climb will worsen, and with the throttle fully
open even a stall can happen.

In powered flight the Nucleon WRC Cabrio behaves more like an aeroplane
than a paraglider, and it is good idea to think about it in this way. If there are
no obstacles present, it is by far safer (and more impressive for the
spectators) to fly level for a while after take-off and gain some speed before
converting it to height with a brief pull on the brakes.

Another reason not to try climbing too steeply is the risk connected with
engine failure at low altitude. Although the Nucleon WRC Cabrio in a steep
climb does not stay back so much as conventional paragliders do, low
speed can easily lead to a stall. Besides, you should always be able to land
safely in case of engine malfunction, so it’s better not to take unnecessary
chances and fly with a safe margin of speed.

Depending on the power unit geometry, it is possible that after take-off you
will notice a propeller torque (turning moment). It will try to turn you around,
so be prepared for counter-steering with a brake or harness cross-bracing. If
it happens during steep climb on slow trim and full power, beware of the stall
possibility.

Due to typical PPG and PPGG feature - considerable vertical distance
between thrust axis and wing chord - the range of safe power operation is
closely related to your skills and equipment.

Power-unit induced oscillations

Certain configurations of engine weight, output, propeller diameter and
height & width of hang points can cause serious oscillations, during which

17

the pilot is lifted to one side by the torque effect, swings down due to his
weight, then is lifted again and so on.

To avoid this you can:

+ change the throttle setting and/or
+ slighty pull (not causing a turn!) and hold one brake to counteract the

torque if there is one present and/or

+ use the TEA, pulling down the knot through the tube, simultaneously

blocking it in the slit and/or

+ shift yourself to the other side of the harness and/or
+ change the trimmer setting.

Such oscillations usually occur at full power - the greater the engine output
and propeller diameter, the bigger the swings. In addition there are often too
late or wrong pilot reactions, increasing the trouble instead of solving it. In
any case the safest way to deal with this question is to reduce throttle and
release the brakes.

Especially less-experienced pilots tend to overreact. It is called a pilot­induced oscillation, and proven solution in this case is to leave brakes alone.

3.3.2 LEVEL FLIGHT

Once you have gained safe height after take-off and wish to go for a route,
you can turn onto the right direction, fully open the trimmers and let off the
brakes. If the conditions are turbulent it can look foolhardy, but this is the
essential feature of the reflex profile - the faster you fly, the safer your
Nucleon WRC Cabrio is.

That's why you really can confidently release the brakes and enjoy your
flight.

CAUTION: Some pilots with previous free-flying experience may have a
well-grounded habit of keeping the brakes slightly applied at all times. Such
a technique, while quite reasonable on a free-flying wings as it allows for
quick pilot reactions and decreases sink, is not advisable on reflex-profile
wings. When you pull the brakes, the Nucleon WRC Cabrio airfoil actually
loses its self-stabilizing features.

If you happen to have a variometer or altimeter aboard – watch it. In level
flight it is very easy to start climbing unintentionally. The instruments will help
you optimise speed and fuel economy. Of course the economy of each flight
will depend on current configuration of your gear, but thanks to its ability to
fly safely without constant steering the Nucleon WRC Cabrio will let you
adjust everything to the best effect.

18

USER MANUAL

Good knowledge of weather conditions (e.g. wind at different altitudes) and
intelligent use of thermals, convergence and other kinds of lift will help you
greatly reduce fuel consumption and increase flight range.

Of course the engine is always there to help you find the right spot. Once
there, do not hesitate to lead the Nucleon WRC Cabrio into thermalling, in
order to gain altitude and save fuel. Possible shortening of the trimmers will
make the climb ratio even better.

Trimmers and manual speed-system operation

The reflex wing section enables the Nucleon WRC Cabrio pilot to use a wide
range of trimmers and speed-system action. You are free to experiment with
all possible settings, as long as you are on safe altitude.

Fully opened trimmers increase the speed and stability of the wing, and with
it also its ability to cope with turbulences and overall penetration. As forces
on the brakes grow at high speeds, steering with TST handles becomes
increasingly effective.

At fully opened trims we strongly recommend steering with TST
handles (especially in rough air!) - using main handles can lead to side

colapses. Turns executed in this way are slightly wider, but needed steering
force will be smaller and airspeed will not decrease.

Additional, manually operated speed-system is there to increase the
airspeed even more when necessary. Before usage you have to set the
trimmers fully open. Then you can symmetrically pull down both speed­system handles. Later on it can be released by unlocking the buckles and
pushing them upwards. In some cases using the speed system can be
impossible, e.g. when significant take-off weight requires great force to
activate it.

Study drawings showing trimmer operation as well as their influence on the
canopy shape.

With slow trimmer settings there is an improvement in sink rate and steering
forces diminish, so exploring the thermals becomes possible.

Turns can be much tightened and more effective with differential brake
operation. Slight use of the outer brake (with considerable amount of the
inner one) will diminish the loss of lift during turn. Turns can be much
improved by additional use of throttle as well.

Once with growing experience you will master different techniques, you will
be able to execute fully coordinated and effective turns, that will bring to
mind the aeroplane handling.

19

REMEMBER:

+ Trimmer setting is another part of the pre-start check list!
+ If it will be asymmetric, the wing will be turning all the time. And if you

will inadvertently set them off, the reflex profile of the Nucleon Cabrio
will keep the wing level, so after opening the throttle you'll start to
descend with increased speed instead of climbing.

3.3.3 LANDING

In paramotor flying there are two kinds of landing: with and without power.

Power off landing

At an altitude of 50 metres switch the engine off and start gliding down as on
a conventional paraglider. It reduces the chances of damaging the propeller
on landing, but on the other hand there is only one attempt possible - so it
has to be done right!

With or without power Nucleon WRC Cabrio better copes with turbulence on
open trimmer. So, if the conditions are rough, it is better to make an
approach with greater speed, plan a lot of space (as for a hangglider) and
wear that speed off before touching down. Nucleon WRC Cabrio preserves
the energy well, so there is a long float necessary to exchange the abundant
speed for lift.

If the landing field is not big enough and you have to land on the spot, we
advise you to close the trimmers. It will increase lift coefficient of the wing,
simultaneously decreasing its sink rate and speed.

Such an action is especially important when flying with high surface loading.

Landing with power on

Make a flat approach with the engine idling, then level out and lose the
speed before final flare. Immediately after touchdown switch off the engine.

The main advantage of this procedure is of course the possibility of a
repeated approach in case of misjudgement. Still, if you forget to switch off
the ignition before the wing falls down, there is a considerable risk of
damaging propeller, catching lines in it or even suffering injuries connected
with tripping over on your running engine.

REMEMBER:

+ Whenever possible, get to know the landing field before taking off.
+ Check the wind direction before planning the approach.

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USER MANUAL

+ Landing with power off requires much less space.
+ In case of any doubt, practice the landing until you feel totally safe.

3.3.4 GOLDEN RULES!

+ Never place the power unit downwind of the paraglider.
+ Check, double check and then check once again if there is no fuel

leakage.

+ Do you have enough fuel for the flight? It is always better to have too

much than too little!

+ Check if there is nothing loose in the harness, that could possibly

contact the propeller in flight

+ Whenever you encounter a problem, fix it at once however small it is!
+ Always put on and lock the helmet before getting in the harness
+ Before each launch run a full pre-flight inspection
+ After landing, control the wing facing the direction of flight, as on

turning you always risk getting lines in the propeller. Turn only if there
is danger of falling on your back

+ Do not ask for trouble - do not fly over water, between trees or power

lines and other places where engine failure will leave you helpless

+ Beware of turbulence caused by other gliders or even yourself,

especially when flying low

+ It is not reasonable to let go of the brakes below 100 meters, because

a possible power unit malfunction may require immediate attention

+ In general never trust your engine, as it can stop at any moment.
+ Always fly as if that’s exactly what it's going to do
+ Unless it is not absolutely necessary (e.g. collision avoidance), do not

try tight turns against the torque direction. Especially when climbing
you can easily enter a stall and consequent negative spin

+ Do not fly at low altitude with a tail wind, as it pretty much narrows

your options!

+ Do not wait for the problem to grow - any change of engine sound or a

vibration can indicate some trouble, or even serious trouble. You'll
never know until you land and check it out

+ Be certain of your navigation
+ Remember that not everyone is fond of your engine noise.
+ Do not scare the animals.

21

3.4 QUICK HEIGHT LOSS

3.4.1 BIG EARS

In order to get the big ears you have to pull down the outer lines of the A'
risers (usually distinguished with neoprene) by about 20-50 cm.

While inducing big ears you should never never let the brakes out of your
hands.

After tucking the tips in, Nucleon Cabrio will continue to fly straight with
increased sink rate (up to 5 m/s). You can steer the wing pretty efficiently with
weight-shifting.

After releasing the lines, the paraglider will usually open up on its own or you
can assist it with a long stroke of the brakes.

For the sake of safety (the possibility of a parachutal stall) it is reasonable to
engage speed system after pulling big ears in order to lessen the angle of
attack of the wing centre. Executing big ears with open trimmers is very
difficult due to the reflex profile stabilisation.

CAUTION! See the PARACHUTAL STALL chapter.

Never try to pull big ears during powered climb, as the increased drag
can lead to increase of the angle of attack and a parachutal stall.

Besides, pulling the ears while climbing is pointless anyway.

3.4.2 SPIRAL DIVE

A spiral is characterised by reaching the highest sink rates possible.
Significant G-forces, however, make it difficult to sustain a spiral dive for long,
as it can place high loads on both pilot and glider. Never do this manoeuvre
in turbulence or at too high bank angles. Control the dive and do not exceed
16 m/s sink. If the dive is not stopping after releasing the brake, assist the
glider with the outer one.

NEVER DO BIG EARS IN A SPIRAL!

In this manoeuvre smaller number of lines is carrying an excessive load
mulitplied by the centrifugal force, what can lead to damage of the lines
or even the paraglider itself (load of a single line can be much higher
than passed in certification trials (i.e. 8 G).

3.4.3 B-STAL

B-stall can be executed only with fully closed trimmers (i.e. pos. ‘0’).

To enter a B-stall, simultaneously pull down both B-risers (red tape) by 10 –

22

USER MANUAL

15 cm. The wing will collapse across the entire span along its B-row, the
airflow over top surface will break and canopy surface will be decreased.

Forward movement will be almost completely stopped.

Further pulling B-risers is not advised, as it increases wing instability. If the
canopy forms a horseshoe with both wingtips in front of the pilot, gently apply
both brakes to recover.

To exit a B-stall, the risers should be released in a smooth and decisive
manner.

On quick and symmetrical releasing B-lines the airflow will reinstate and the
wing will surge forward, returning to normal flight. In contrast to classic
paragliders, in case of Nucleon WRC Cabrio there is no need to

counter this surge with brakes - yet another feature of the reflex profile!

CAUTION: see Parachutal Stall.

All rapid descent techniques should be practised in smooth air and only
with sufficient height! Due to wing size and significant take-off weight
many of the manoeuvres described above will be practically impossible.

BY FAR THE BEST TECHNIQUE IS SAFE AND CORRECT FLYING, SO
THAT YOU WILL NEVER NEED TO DESCEND RAPIDLY!

3.5 ACRO FLYING

Nucleon WRC Cabrio was not designed to do any aerobatics.

3.5.1 WING OVER

You make a wingover by performing a series of consecutive, alternating turns
with growing bank angle. Too much banking connected with some flaws in
co-ordination and execution can evoke pretty dynamic collapse.

CAUTION:Steep turn with bank angle over 60 degrees is a prohibited
aerobatic manoeuvre!

3.6 EXTREME FLYING MANOEUVRES

CAUTION: EXTREME FLYING MANOEUVRES SHOULD ONLY BE
CARRIED OUT DURING SAFETY TRAINING COURSE (INSTABILITY
TRAINING) UNDER PROPER GUIDANCE!

WHILE PROVOKING OR EXITING REAL SITUATIONS THERE IS A
DANGER THAT YOUR ACTIONS WILL PROVE TOO QUICK OR TOO

23

STRONG, SO YOU SHOULD ALWAYS EMPLOY GOOD JUDGMENT, STAY
CALM AND TAKE MEASURED ACTIONS.

Since all actions required to exit or prevent dangerous situations on
Nucleon WRC Cabrio are typical and pilots flying this wing should
already have proper experience, we are going to describe only the
characteristic features of Nucleon WRC Cabrio.

Description of standard methods dealing with extreme situations can be
found in textbooks.

3.6.1 ASYMMETRICAL COLLAPSE

Even when the trimmers are fully opened or the speed system is engaged,
collapses practically do not occur and can be induced only by a very strong
turbulence.

Still, if it happens, a little counter-steering is enough to keep the Nucleon
Cabrio on course. In normal conditions with collapses up to 50% of the
wingspan, your paraglider will reinflate instantly and spontaneously.

3.6.2 FRONTAL COLLAPSE

The reflex profile of the Nucleon WRC Cabrio makes it practically impossible,
especially at higher speeds. During tests we succeeded in creating this
situation only with fully closed trimmers and using special measures. Such
forced collapses can lead to extremely deep collapses, so recovery will
require decisive pilot action (short and equal application of both brakes).

3.6.3 PARACHUTAL STALL

Under normal conditions does not occur.

If you want to prevent it happen at all, simply stick to a couple of rules:

+ after B-stall, release the risers quickly and evenly. Don’t be afraid -

Nucleon Cabrio does not jump forward excessively;

+ before big ears execution, ease off the trimmers a bit. This will increase

both the sink rate and safety margin, as big ears constitutes an
aerodynamic brake with significant loss of speed.

Nevertheless, if a parachutal stall happens simply open the trims and/or push
the A risers forward.

24

USER MANUAL

3.6.4 LINE OVER and CRAVATTE

Nucleon WRC Cabrio is a modern wing which, in order to decrease drag, has
fewer suspension lines and greater distance between them. Therefore it's
always possible that after a tuck stabiliser may tangle in the lines. Usually a
couple of pulls with a brake settles the matter. If it's not enough, try to
untangle it with big ears or a stronger pull on the risers.

In case of any doubts you should always consider throwing a rescue chute. It
is there as a normal equipment part, not just an ornament ;)

3.6.5 STEERING IN EXTREME SITUATIONS

In case of any malfunction that renders normal steering impossible, you can
safely steer and land Nucleon WRC Cabrio using the D-risers (grey marking)
or stabilo lines. Directional steering can be executed by TST handles too.

25

4. PARAGLIDER CARE

Proper looking after your paraglider will prolong life of your paraglider.

4.1 FOLDING AND STORAGE

Nucleon WRC Cabrio features a number of recent technologies, like
tensioning the leading edge with a plastic string. That's why the paraglider
should be folded with care in order to keep it healthy during transport and
storage.

Basic rules to be observed when folding:

1. We fold the canopy together on rib-to-rib, cell-to-cell basis (like a
harmonium). We don't break the wing in halves, taking the stabilizers towards
centre.

2. After creating a package along the maximum chord, we don't roll it, but fold
two to three times (depending on the chord length) from trailing to the leading
edge.

3. Leadin edge stays on top of the folded canopy.

Store the paraglider in a dry place, away from chemicals and UV exposure.
Never pack or store the glider when wet.
Remember that the wing becomes damp also while lying on green grass in
direct sunlight.
A good precaution to avoid dampness and/or UV when you have to wait in a
start queue is to use quick-pack after rigging up.
Always dry the glider thoroughly before packing and/or storage. Never pack
you paraglider too tightly.
While drying, never expose your paraglider to direct sunlight operation.
Please note that with frequent kiting/groundhandling exercises your
paraglider will deteriorate faster due to its repeated rising, falling and being
dragged on the ground.

4.2 CLEANING

Clean the paraglider with water and a soft sponge. Do not use any chemicals
or alcohol, as these can permanently damage the fabric.

4.3 REPAIRS

Repairs should only be carried out by the manufacturer, authorised distributor
or authorised workshop. It is acceptable to fix minor cloth damage with the
self-adhesive patches included in the package.

4.4 DETERIORATION: A FEW TIPS!

The Dudek Universal is made mainly of nylon - a fabric which, like any other
synthetic material, deteriorates through excessive exposure to UV rays that
come with the sunlight. Hence it is recommended to reduce UV exposure to a
minimum by keeping the paraglider packed away when not in use. Even

26

USER MANUAL

when packed in a bag, it should not remain in the sun for long.

Suspension lines consist of Technora inner core and polyester sheath.
Submitting them to excessive loads in flight should be avoided, as it can
cause irreversible damage.

Keep the paraglider clean, since getting dust in the lines and fabric will
reduce their durability.

Be careful to keep snow, sand or stones from entering the cell openings:
their weight can slow or even stall the glider, and sharp edges can damage
the cloth.

Prevent lines from catching anything, as they can overstretch or tear. Do not
step on the lines.

Uncontrolled strong wind takeoffs or landings can result in the leading edge
of the canopy hitting the ground hard, which may seriously damage the ribs,
sewing and surface material.

Knots can chafe suspension and/or brake lines.

Check line lengths after tree or water landings, as they can stretch or shrink.

A line plan is included in this manual or may be obtained from the dealer
when needed. After landing in water you should check the wing fabric as
well, since the wave forces can cause the fabric to distort in some areas.
When taking the wing out of the water, always do this by trailing edge, so
that water can flow out freely. After a sea landing, rinse the paraglider with
fresh water. Since salt crystals can weaken the suspension lines even after
rinsing in fresh water, you should replace the lines with new ones
immediately after contact with salt water.

Every second year Nucleon Cabrio should undergo technical
inspection by the manufacturer or authorised distributor.

27

5. TECHNICAL DATA

Nucleon WRC Cabrio

Approval DGAC

Number of cells

Surface area (flat) [m2]

Surface area (projected) [m2]

Span (flat) [m]

Span (projected) [m]

Aspect Ratio (flat)

Aspect Ratio (projected)

Sink rate [m/s] min = 1,8; trim = 2,0; max = 3,0

Speed [km/h] min = 35; trim = 45; max = 65

Max. cord [cm]

Min. cord [cm]

Distance pilot to wing [m]

Total line lenght [m]

Weight range [kg]

Weight [kg]

Lines

Fabric Dominico tex 34, 38, 41 g/m

Risers

38 42

yes yes

62 62

38,00 42,00

32,48 35,90

14,33 15,06

11,50 12,09

5,40

4,07

315,80 332,00

63,16 66,40

9,03 9,49

574,00 604,00

160-250 190-310

10,1 10,3

Technora: 1,2 & 1,3 & 1,5 & 1,8 & 2,3

SkyTex Hard 40 g/m

SR Scrim, SR Laminate 180 g/m

PASAMON - Bydgoszcz, Polska

2

2

2

28

USER MANUAL

6. WARRANTY AND AEROCASCO

Purchase of a new paraglider is a serious expense for any pilot. That is why
we cover our paragliders with extensive warranties and additionally offer an
AeroCasco insurance against damage and repair costs.

WARRANTY

Dudek Paragliders guarantees free of charge repairs caused by the material
or production faults along following scheme:

For the free-flying paragliders warranty covers
36 months (3 years) or 300 flight hours (depending on
what comes first).If the paraglider is used for powered
flights, every hour spent in the air should be counted
as two (does not apply to dedicated PPG canopies).

For the PPG paragliders warranty covers 24 months
(2 years)/200 flight hours (depending on what comes
first).

For the mountaineering (MPG) and speedflying wings
as well as school and profit users warranty covers
18 months (1.5 year)/150 flight hours (depending on
what comes first).

WARRANTY DOES NOT COVER:

$ canopy colour fading
$ damage caused by chemicals or salt water
$ damage caused by incorrect use
$ damage caused by emergency situations
$ damage resulting from accidents (airborne or not)

WARRANTY IS ONLY VALID IF:

$ flight hours are correctly registered in the logbook of the owner (and

possible earlier owners), distinctly marking PPG flights,

$ the paraglider is handled in accordance with the operating manual,
$ the purchaser has not carried out any repair by him/herself (excl. minor

repairs with self-adhesive patches),

$ carried out any modifications,
$ the paraglider can be unmistakably identified
$ the paraglider was being inspected according to prescribed timetable.

29

If you have ought your paraglider second-hand, ask its previous owner of the
paraglider for a logbooks copy (total of flying hours since the date of first
purchase).

When repairs or inspection is necessary, please contact your dealer. He will
assess the situation and advise on further actions (consulting us when
necessary).

AEROCASCO

Normal warranty does not cover repairs of damages
caused by the user or a third party. As costs of such
repairs can be considerable, Dudek Paragliders offer an
AeroCasco insurance. It covers a one-off repair of any
mechanical damage, no matter how big and whoever
inflicted them.The only expenses the purchaser has to
pay are shipping costs and so-called share-of-cost
amount.

AeroCasco can be purchased only for a brand new paraglider (at the
paraglider purchase). Its cost is 50 euro.

NOTE: AeroCasco is not available for all paragliders (check this before
purchase). It can be obtained for privately used wings only.

AeroCasco applies only to damages that took place during take-off, flight or
landing. Obviously, all faults in the material and manufacturing flaws are
covered by normal warranty.

When handing the paraglider for the repair you have to present a card
confirming its AeroCasco status. After the repair you will have to cover only
the share-of-cost value of 50 euro.

AeroCasco is valid for one repair only.There is a possibility to extend
AeroCasco for one more year. To do this you have to send your paraglider
for inspection not later than a year after the date of purchase. Extension fee
is 75 euro (incl. inspection).

Remember to attach the AeroCasco confirmation on expedition.

AeroCasco does not apply to any of the following: theft, colour fading,
damage caused by incorrect storage or transport, damage caused by
chemicals, salt water and force majeure.

30

USER MANUAL

7. WHAT HAVE YOU BOUGHT

The Dudek paraglider that you bought should have the following items:

$ paraglider itself (canopy, lines and risers)

$ transport bag (with compression strap)

$ MotoBag - specialised backpack with quickpack

$ windsock

$ pocket with paper work and repair wallet including:

# piece of self-adhesive fabric (10 cm x 37.5 cm) for small repairs.

Note that even small tears located in the vicinity of stitches have
to be repaired by an authorised service.

# looped and stitched suspension line longer than the longest line

used in the paraglider that is to be used as a temporary
replacement. Do not cut it if you have to replace a shorter line,
just tie it at the length needed.

# paraglider passport with entered date of purchase and valid

technical inspection (please check the serial number with the
sticker on the wing tip).

# User Manual you are reading.

$ Small gifts.

31

SUMMARY

If you respect the rules of safe flying and proper glider care, you will enjoy
many years of pleasant airtime on Nucleon WRC Cabrio. Still, you must be
aware of possible dangers and face them wisely. You must accept the fact
that all air sports are potentially dangerous and your actual safety depends
solely on you.

We insist that you fly safely, and this concerns both the weather choice and
safety margin during all manoeuvres.

FLYING THE PARAGLIDER IS ALWAYS YOUR OWN RESPONSIBILITY.

SEE YOU IN THE AIR!

8. RIGGING SCHEME

Rigging (suspension lines) scheme is on the next page, while tables of lines'
lengths are published in Service Documents on our website www.dudek.eu

32

Rigging scheme

USER MANUAL

33

9. RISERS

Figure 1 Risers in low hangpoint configuration

steering line

ALC+ line

higher pulley
for the low
hangpoints

lower pulley
for the high
hangpoints

SCT handle

Easy Keeper
magnets

trimer buckle

trim setting scale

D

C

TEA

line

B

A'

A

launch

assist

system

attachment

point

replaceable
trimmer
band

trim
closing grip

34

miniature
TST steering
handles

speed

system grip

carabiner

USER MANUAL

Figure 2

High hangpoints (steering line is led
through lower pulley). Magnet in low
position.

Figure 3

Low hangpoints (steering line is led
through higher pulley). Magnet in high
position.

Figure 4 TEA cord inactive (a) and engaged (b)

a

b

knot

35

Figure 5 Trimmers influence on the wing section

Trimmers closed

Minimal speed and
minimal sink

neutral configuration

all risers length: 400 mm

D C B A’ A

Trimmers fully opened

Maximum speed

neutral configuration

risers A, A', B length: 400 mm

lengthening [mm]:

220 110
D C B A’ A

36

USER MANUAL

Figure 6 Trimmer and speed-system settings influence on the wing section

Activating of the manual
speed-system

Full acceleration with
opened trimmers:

maximum speed and sink

neutral B risers length: 400 mm

lengthening [mm]:

220 110 25 50
D C B A’ A

shortening [mm]

37

Figure 7

Steering systems
scheme

Here is a simple guide
to find your way in a
maze of risers and
their various handles.

Classic brakes
operate along entire
trailing edge, ALC+
system is active on
the outer parts of the
trailing edge, and the
TEA affects stabilizer
only.

With this arrangement
the pilot has full range
of steering systems at
his disposal and can
freely choose between
them, according to his
needs and current
situation.

TEA lock

TEA
line

ALC+

line

38

Additional pulley
location

docking
station TDS

Brake handle
(classic brake)

Adjustable Easy
Keeper magnet

TST handle

Trailing edge

Steering line

Main suspension lines

Risers

Leading
edge

Cell openings

Fot. Miguel Krause

Stabilizer

v15.04.2014

Dudek Paragliders

ul. Centralna 2U

86-031 Osielsko, Poland

tel. [phone]

[e-mail]

www.dudek.eu

made in europe