V 08.2019
user manual
INDEX page:
introduction 3
the wing 4
design 5
before first use 8
take-off 11
flight 13
landing 14
D-break system 15
risers length 16
winching and powered paragliding 17
quick descent methods 18
extreme manoeuvres 20
paraglider care 22
warranty 24
environmental care 25
what have you bought 26
technical data 2 7
rigging scheme 28
summary 30
index
2
introduction
Congratulations!
We are pleased to welcome you among the growing number of
DUDEK PARAGLIDERS pilots. You’ve become a proud owner of a
sport paraglider, designed according to recent trends.
Intensive development, application of the modern production
methods and thorough testing resulted in a friendly behaving
paraglider, offering the pilot a lot of fun combined with great
performance.
We wish you many enjoyable and safe flying hours.
Please read this manual carefully and note following details:
< The purpose of this manual is to offer guidelines to the pilot
using the paraglider. By no means it is 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.
< 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! Neither
the manufacturer nor dealer do acceptany liabilities involved.
< This paraglider on delivery meets all the requirements of the EN
926-1 and 926-2 regulations or has an airworthiness certificate
issued by the manufacturer. Any alterations to the paraglider
will render its certification invalid.
< Other documents concerning this paraglider can be found on
attached pendrive or on our website: www.dudek.eu.
NOTE: Dudek Paragliders warns that due to the constant
!
process of development the actual paraglider may differ
slightly from the one described in the manual.
However, those differences must not affect the basic design
parameters: technical data, flight characteristics or strength.
In case of any doubts contact us please.
3
on the wing
For whom the Run&Fly?
We’ve designed the first ever wing under 1 kg (986g), meaning it’s
the lightest and most compact aircraft of the world. It is much more
intuitive than a normal paraglider, at an affordable price at that.
The Run and Fly is not a typical paragliding canopy: it has a single skin.
Therefore it’s lighter while displaying much stronger tendency to stay
over head and recover from any surges than a regular paraglider. In this
way, the Run&Fly offers safe take-offs, great maneuverability in flight and
smooth landings. It is exceptionally light, so that you can carry the wing
on your back during trail running or climbing sessions almost without
noticing the load. It is so compact, that it fits in a 4-litre bag. The Run and
Fly is perfect for trail running, hike & fly and necessary travelling, or just
as a second wing you will always have with you (you can easily place it in
your hand luggage while travelling by plane).
DESIGN
Designed by JB Chandelier, Team Dudek and Jacques Peugeot (airframe
sizing engineer), in close collaboration with Porcher Sport, the Run&Fly
project had been a real challenge for us. We decided to set ourselves
very aggressive goals in order to propose a really different, outstanding
product. The main specifications were a total weight below 1 kg (the
internal project name was 999gr), with speed and flare comparable to
standard wings. The wing also had to be affordable, in order to give
access to the sky to a wider public. With such an ambitious target, we
knew we couldn’t simply “make another single skin wing”: we had to
think out of the box. As a result, the Run&Fly needed hours and hours of
engineering discussions, debates, analyses, comparisons and numerical
simulations, then obviously completed with a lot of flight & load tests.
Ultimately, the wing turned out to exceed our expectations. The biggest
mono skin problems have been resolved; Run&Fly has good speed, nice
landing and offers a lot of fun. Besides reaching our goals we also
achieved a good glide ratio - above 6. Although we usually avoid
publishing the glide ratio of our paragliders, because this parameter is
sometimes subject to manipulation, we made an exception with Run &
Fly. We want to give potential pilots at least a rough understanding of
what they can expect from the fact that such an innovative wing exists.
IMPORTANT: Run&Fly belongs to the single-surface canopy
!
class. There is fundamental difference between classic double skin
and modern single skin canopies. All the launch, landing and
steering techniques look a bit different. If you are an established
paraglider pilot, you shouldn’t have any problems with adapting
to the wealth of new possibilities brought to you by the Run&Fly.
However, this doesn’t work both ways: if you started your
paragliding experience with the single-skin gliders, be aware that
you are not qualified to safely fly standard double-surface
canopies.
4
paraglider design
trailing edge
suspension lines
steering line
risers
brake handle
harness
leading edge
intakes
DBSDBSDBS
D Brake System
3-13-13-1
rib
3 to 1 Pannel
BEABEABEA
Brake Elastic Attachment
Run&Fly is produced in new technology, utilizing capabilities of
precise laser cutter. All stages of the production process take
place as our Polish plant under close supervision of the designer
himself, thus ensuring highest European quality.
Careful selection of modern fabrics and design solutions brings
about great strength and durability of the canopy. All materials
used come from marked production batches, and each
production step can be verified down to identification of
individual worker and controller.
5
riser scheme
steering line
guide of the
D-Brake system line
FL line of the
D-Brake system
D
C
B
A
BEA part fixing
the handle to the riser
light
brake handle
hangpoint
cover
carabiner
6
riser scheme
The Run&Fly features four-way, extremely light risers, equipped
with:
<
DBS (D Brake System) – additional steering lines,
led through guides attached to D risers.
The system is there to help obtain better
flare and soft landing.
<
BEA (Brake Elastic Attachment)
– elastic parts fixing the brake
handles to respective risers
(instead of magnets).
Brake handles are attached to the steering lines at an optimal point,
guaranteeing safe and effective action.This point is marked on the
line with a black dot and this setting should not be altered.
Attaching the handles above factory markings will cause constant
braking of the paraglider, possibly cause
of an accident. Overly loose setting of the brake lines is not
advised too, since the much lower load on the trailing edge lines
can sometimes be dangerous too.
For quick and easy recognition in emergency, some of the risers are
distinguished with coloured covers as follows:
Brake Elastic Attachment
DBSDBSDBS
D Brake System
BEABEABEA
A - red (used for launching if necessary)
B - yellow (used for B-stall).
7
before first use
Operation
It’s pilot responsibility to choose a canopy matching his skills.
Dudek Paragliders cannot take responsibility for a wrong choice,
but we are always ready to advise you – just contact us.
Weight range
Each size of the Run&Fly paraglider is dedicated for a
corresponding pilot skill level. In this case a calculation of real takeoff weight is necessary before using the size selection table, shown
below:
14 m²
16 m²
size
18 m²
20 m²
45 55 65 75 85 95 105
skills and experience of the pilot
absolute novice
beginner
middle
experienced
expert
extreme experienced
load [kg]
For the Run&Fly, the generale rule of selection says: the better pilot
skills, the bigger wing load is acceptable. With the wing load, the
speed and agility (response to steering inputs) grow accordingly.
The structural strength certificate of the Run&Fly is valid up to 105
kg take-off weight. This mass cannot be exceeded.
CAUTION: Check your real take-off weight! Some pilots
!
calculate their take-off weight by just summing up catalogue
numbers, e.g.: harness 5 kg + canopy 6 kg + pilot 89 kg =
ca. 100 kg. In reality your actual take-off weight can be
umpteen kilograms more. Most often we forget the clothing,
electronics, backpacks, sometimes even such basic things
like fuel or rescue chute weight are omitted!
What harness?
You can use any certified harness which has its hangpoints at 40-45
centimeters from the seatplate.The width between carabiners
should be somewhere between 40 cm and 45 cm. For the Run&Fly
we suggest using a light harness with separate leg placing, as this
increases stability and somewhat limits the amount of kinesthetic
sensations affecting pilot’s body.
8
CAUTION: Please note that any modification of seat/hang
!
point distance changes the position of the brakes as related
to pilot's body. You must remember that in each harness
your steering range will be different.
Other systems
This paraglider has no other systems which can be adjusted,
exchanged or removed.
before first use
9
Pre-flight check
Having chosen a place to launch accordingly to the terrain as well
as wind speed and direction clear it of any obstacles that could
damage your canopy or tangle in the lines.
After laying out your paraglider in a horseshoe directed against the
wind following checks must be made:
< canopy, lines and risers condition. Do not launch if the
slightest damage is noticed,
< the paraglider should be arranged so that the centre section
A-lines will strain earlier that the outer ones. This ensures
easy and symmetrical launch,
< the leading edge should stay taut and even,
< all lines and risers should be separated. Make sure they are
not tangled, and checked against catching anything. It is
equally important to check the brake lines. They must be
firmly attached to the brake handles and run freely through
the pulleys to the trailing edge,
< Make sure the risers are not twisted. Coloured hangpoint
covers will help you clip the risers to the carabiners correctly,
as shown beside:
Yellow FL
line on the
outer side
Carabiner
Harness hangpoint
(right side)
pre-flight check
Flight direction
Red cover
indicating
leading edge
10
launch
< it is very important to check that no lines are looped around
the canopy. The so-called ”line-over” may have disastrous
consequences during take off.
< always put on and fasten your helmet before clipping in to
the harness,
< check main carabiners. They must be properly mounted,
closed and locked,
< the risers and the brake handles cannot be twisted. For the
correct grip of the handles, take the yellow FL line as it is fixed
to the carabiner. Move your hand along over the guide, until
you grab the handle. While moving along the line you should
not encounter any other line or riser, otherwise it would
probably be twisted.
Classic (forward) launch
Should be used with little or no wind. Facing the wind place the
risers over your shoulders (A riser must lay on top).
Clip it into carabiners and lock them. Grip the brake handles. Due
to its outstanding design, the Run&Fly rises so fast and easy that
pulling the A risers is not suggested. It can easily lead to a frontal
collapse! The best way is to spread your hands a bit down and
back, with slightly bent elbows. All risers are to be placed near the
elbows.
With a soft pull check whether the A risers are the topmost and all
the lines are cleared. For easier orientation the A risers have a red
cover.
Then in fluid movement lean forward and run, until the canopy
rises. Look up and try to keep it directly over your head. Side drift is
corrected best by moving yourself always under center of the
canopy. In order to keep wing in the air the suspension lines must
stay taut all the time, so in light winds you will have to run forward.
With stronger winds you can control the wing while standing still.
When leaving the ground apply some brakes, then release it after
gaining some distance from the ground. Keep your hands relaxed.
11
launch
Reverse launch
May be used once the pilot feels confident enough, after
groundhandling the canopy for a couple of hours.
After clipping the risers into carabiners as for the forward launch,
turn back to face the wing, moving one riser group over your head.
As a consequence, you will have the risers crossed.
Unclip the brake handles from rear risers and grip it outside of the
risers without crossing neither arms nor lines. In this way you steer
the left side with you left hand and vice versa. Make sure that the
wing inflates symmetrically and the lines are not tangled.
By taking a few steps back you will strain the risers and
consequently get the canopy up. Dedicated pulling the A risers is
not necessary. When rising, the canopy should stop over your head
on itself without your intervention. To make sure you have full
control, you can keep the brakes slightly strained.
When turning into wind, remember to turn the right way (hint:
always do it the same direction) and to keep the lines strained at all
times. The turn itself should be quick and smooth. While turning
you have to release the brake handles and grip them again facing
forward, so that again the left one is in the left hand etc. Last check
of the wing & free space to launch and off you go, running into
wind with eventual light braking when taking off.
Caution: To get the canopy down in strong wind, pull the
!
brakes down abruptly & forcefully to disrupt creating lift. You
may also use the D risers by pulling them at least 25 cm
down.
12
flight
Turns
Turns on the Run&Fly are dynamic, but exceptionally stable. The
wing eagerly reacts to even smallest steering inputs. Handling is
pleasant, and the steering forces grow linear with the pull. Adding
some weight shift will make the paraglider turn really quick and
tight.
The combined technique (weight shifting and brake input) is by far
the most efficient method of turning. Turn radius is then determined
by the amount of inside brake used and weight shift. Additional
application a little outside brake after initiating the turn with
maximum weight shift increases turn efficiency and the outboard
wing’s resistance to collapse (in turbulence, the edge of a thermal
etc).
In case of necessary turning in confined area at slow speed (e.g.
slope soaring), it is recommended to steer the decelerated canopy
by loosening the brake at the outside of the turn while applying just
a little more brake on the inside.
Caution: when entering a turbulent area you should brake a
!
little to put up the tension. It will allow you to react instantly
in case of a problem. Too hard or too quick pulling of one
brake can cause the wing to enter a spin.
Thermalling and soaring
Although the Run&Fly was not designed with this in mind, thermal
flying is well possible. During thermalling the wing will be intensively
communicating to the pilot everything what’s going on around. Still,
perfect autostabilization will instantly bring the canopy back to its
place over your head when necessary.
When flying minimum sink is reached with brake pressure applied
(about 10 cm).
In turbulent conditions the canopy should be flown with a small
amount of brake applied. This improves overall stability by
increasing the angle of attack of the canopy. The canopy should
neither rock back nor surge forwards, but stay above the pilot. In
order to achieve it, the pilot should accelerate the canopy by letting
off the brakes when entering a thermal (according to its strength)
and brake it on exiting. This is part of basic active flying that can
spare you many potential collapses.
Hang flying is pure fun on the Run&Fly. You will stay afloat even at
relatively low windspeed. Remember that in order to minimize the
canopy weight we’ve resigned on the speed system, so you don’t
have the usual margin of increased penetration in case of gusts in
turbulent winds.
13
When soaring the slope, minimum height of 50 m above the
ground is recommended for safety reasons. It is important to
comply with air traffic rules, especially when many pilots share
airspace close to the hill.
The avoidance manoeuvres often happen to be impossible in such
conditions.
Landing
Just make sure that last turn into the wind is done with sufficient
altitude. It is of highest importance to gain as much speed as
possible on approach (by releasing the brakes to the max), so that
you will have proper energy to flare and land softly.
At about 1 meter over ground flare out by gently braking both
sides. The glider may climb again for a while gaining some height,
if too much brake is used.
Caution: Too early braking will impair or completely negate
!
potential for correct flaring and adversely affect its dynamic.
The final glide of the landing approach should be straight and
smooth. Steep or alternating turns can result in a dangerous
pendulum effect near the ground.
landing
14
D-brake system
DBSDBSDBS
D Brake System
In order to optimalise parameters of the
Run&Fly canopy on landing approach we’ve
created a dedicated D-Brake system. It is
activated somewhere in half of the braking
range, gradually pulling down the D-risers.
Because of this, the wing airfoil is flattened in
the rear area, generating additional lift
needed for good flare and soft landing.
.
D
BCA
DBR BR
BCA
15
risers' length
D
C
B
A
Risers' lenght:
A - 496
A’ - 496
B - 1852
C - 2195
16
winching and motoparagliding
WINCHING
Run&Fly has been successfully tested for foot launching by winch.
First phase of the winch take-off is analogous to classic launch.
After rising the canopy you will be taken off the ground, as the
winch line gets loaded. Avoid large heading corrections in first
stage of flight up to altitude of 50 meters.
During this stage do not sit deep in the harness in order to be
ready for emergency landing in case of e.g. winch line break. Make
sure that your brakes are fully released, so that angle of attack does
not increase above safe level.
During all winch it is recommended to control the direction by
weightshifting only. Steering lines should be used only for
considerable heading corrections, but even then do not pull them
too much in order to avoid danger of stalling your wing.
Adjust your heading regularly when winched, so no large
corrections are necessary. Remember there are several
conditions to be met when winching:
n pilot should be properly trained for winching,
n the winch with all gear should be in good condition and
specialized for paraglider winching,
n the winch operator must be properly trained in winching and
servicing the gear,
n The wing must not be winched with forces exceeding 90 daN,
and under any circumstances must not be towed by any vehicle
not equipped properly or controlled by unskilled operator.
Important: While winching, the wing load is even greater
!
than usual and the airsped is increased relatively to
standard flight. Be aware that in this circumstances the
wing is much more agile and sensitive, so be cautious on
the brakes!
MOTOPARAGLIDING
The Run&Fly paraglider was not designed with paramotoring in
mind. Theoretically this should be possible, but you can find it very
hard to stay within maximal allowed take-off weight limit.
TANDEM FLYING
Run&Fly is not certified for tandem flying.
17
quick descent methods
Quick descent methods
Big Ears
The big ears can be induced by simultaneous pulling the outer A
lines (red cover on the risers) by ca. 20-50 cm. While inducing big
ears you should never let the brakes out of your hands. After
tucking the tips in, the wing will continue to fly straight with
increased sink rate (up to 5 m/s). You can steer the wing pretty
efficiently by weight-shifting.
After releasing lines, the paraglider will usually open up on its own
or you can assist it with a long stroke of the brakes, until the tips
unfold.
B-stall
To enter a B-stall, simultaneously pull down both B-risers (yellow
cover) by ca. 10-15 cm. The canopy will collapse across the entire
span along its B-row, the airflow over top surface will break and
projected canopy surface will be decreased. Forward movement
will be almost completely stopped.
Further pulling B-risers is not advised, as testes have shown it to
increase wing instability. If the canopy forms a horseshoe, gently
pull 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 be
reinstated and the wing will surge forward, returning to normal
flight. The initial surge forward can be dynamic, but due to its
inherent auto-stabilizing ability the wing does not require braking.
The canopy will stop over your head.
Spiral dive
Run&Fly is an agile paraglider, so entering spiral dive happens very
quickly. Because of its stability the paraglider returns to normal
flight as soon as the inner brake is released.
A spiral is characterised by reaching the highest sink rates possible.
Significant G-forces, however, make it difficult to sustain a spiral
dive for a long time, as it can place high loads on both pilot and
glider, to degree of losing consciousness by the pilot. Never do this
manoeuvre in turbulence or at too high bank angles.
18
quick descent methods
Control the dive and do not exceed 16 m/s sink. In case of the
classic double-skin surface paragliders releasing the inner brake is
sometimes not enough to exit the spiral; is recommended then to
aid this process by pulling the outer brake. On the contrary, strong
auto-stabilizing tendency of the single-skin means that it is highly
improbable to encounter such situation.
Caution: Never do spirals with big ears pulled. That’s
!
another example of concentrating whole load on reduced
wing area, which - combined with high G manoeuvres shifts the peak loads unnecesarily close to their maximum
values.
Wing over
You make a standard wingover by performing a series of
consecutive, alternating turns with increasing bank angle. Due to
aforementioned autostabilizing of the Run&Fly, executing classic
wingovers is practically impossible.
Important: Forcing the wingovers by too strong, alternating
!
brake inputs may end with an asymmetric stall!
Aerobatics
Run&Fly was not designed to do any aerobatics.
Caution: All rapid descent techniques should be practiced
!
in smooth air and only with sufficient altitude margin! Full
stalls and spins are to be avoided as they are not
recommended techniques of clearing dangerous situations.
Irrespective of paraglider type they may lead to dangerous
consequences!
BY FAR THE BEST TECHNIQUE IS SAFE AND CORRECT
FLYING, SO THAT YOU WILL NEVER NEED TO DESCEND
RAPIDLY!
19
extreme manoeuvres
Extreme manoeuvres
EXTREME FLYING MANOEUVRES SHOULD ONLY BE
!
CARRIED OUT DURING SAFETY TRAINING COURSES
(INSTABILITY TRAINING) UNDER PROPER GUIDANCE!
Behaviour of the Run&Fly is more dynamic than that of
the classic double-skin paragliders. Still, exceptional traits
of its design result in good auto-stabilization. Therefore
the best way to fly it is to allow the wing find its own
path, with minimal pilot inputs.
One sided collapse
Can happen in strong turbulence.
With collapses up to 50% pilot has a couple of seconds to react
before the wing will enter rotation. Standard counter-steering is
enough to keep the paraglider on course.
Under normal conditions the canopy will reinflate instantly and
spontaneously..
Frontal collapse
Can happen in strong turbulence. Active piloting will usually
prevent its occurrence.
Run&Fly is a modern paraglider with significantly stiffened leading
edge. Performed tests demonstrated an automatic refilling of the
air tank on the leading edge as well as full reopening of the
canopy; nevertheless, in some specific turbulence it can happen
that the air stream will keep the collapsed part in. That’s why an
instant pilot’s reaction is advised – a measured braking at the right
moment will greatly speed up the recovery.
Full stall and negative spin
Practically do not occur, may happen only as a result of serious
neglect or intentional action of the pilot. You have to be careful
when flying at very low speeds until fully familiar with brake
operation.
The canopy recovers spontaneously in initial phase of stall,
otherwise use standard procedures.
20
extreme manoeuvres
Deep stall
Under normal conditions does not occur. Due to its unique design
traits, the Run&Fly tends to instant restabilizing of the flight
parameters in case of any disturbance. To get out of deep stall you
have to fully release the brakes. The wing can dynamically return
over head of the pilot, yet without diving in front of him - so do not
try to brake it in this phase.
Line over and cravatte
It is a modern wing which, in order to decrease drag has stiff
leading edge. That’s why it’s always possible that after a tuck one of
the stabilisers may tangle in the lines. Usually a couple of strong
pulls on the brake is enough to solve the problem. If it doesn’t
work, try to clear the canopy by pulling the big ears or the stabilo
line.
In case of any doubts you should seriously consider throwing
the rescue chute.
Emergency steering
In case of any malfunction rendering normal steering impossible,
you can safely steer and land the paraglider using the D-risers or
stabilo lines.
21
cleaning and storage
Cleaning and storage
Specific design of the Run&Fly may require a bit different packing
than the classic double-skin canopies. It should be packed like that
and properly stored specifically to retain its special traits.
Basic rules to be followed when folding the canopy:
<
Fold it accordion-wise rib to rib. Do not fold it by halves,
placing the stabilizers at the centerline.
<
After creating the package we fold it twice on the longest
chord, folding both the leading and trailing edge towards the
middle.
<
Neatly roll both ends of the package so that they will meet in
the middle, already rolled.
<
Optionally pack the wing into a dedicated transport bag.
Never pack or store the glider when wet, as it significantly shortens
life of the fabric. Remember that wing gets wet even when laying
on a green grass in full sun, as the grass transpires.
Caution: Locking a wet paraglider in a car exposed to sun
!
is absolutely unacceptable! Hot car interior acts like an
oven and as tests have shown that color
bleeding/transfer can happen even at 50 Celsius grade.
The warranty does not cover such damages!
While drying, never expose your paraglider to direct sunlight
operation. Store the paraglider in a dry place, away from chemicals
and UV exposure. Ideal storage temperature for the paragliders is 5
to 25 Celsius.
Cleaning
Clean the paraglider with water and a soft sponge. Do not use any
chemicals or alcohol, as these can permanently damage the fabric.
Deterioration - a few tips
The paraglider 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 when
packed in a bag, it should not remain in the sun for long.
Suspension lines in this paraglider consist of Technora inner core.
Submitting them to excessive bending and loading in flight should
be avoided, as it can cause irreversible damage.
22
deterioration - a few tips
Please note that with frequent kiting on a field or a small hill your
paraglider will deteriorate more quickly due to its repeated rising,
falling and being dragged around.
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 cloth (including
coating 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, while sharp
edges can damage the cloth.
Prevent lines from catching anything, as they can overstretch or tear.
Never step on the lines.
Knots can chafe suspension and/or brake lines.
Check the length of your lines after tree or water landing, as they can
stretch or shrink. The lines can be measured at the manufacturer or
an authorised workshop.
After landing in water you should check the wing fabric as well, since
waves can cause the fabric to distort in some areas.
When taking the wing out of the water, always do this by trailing
edge.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.
Frequent flying near oceans and seas accelerates deterioration of the
paraglider, as salt present in the sea breeze can make the lines stiffen
and even break.
Repairs
Repairs should only be carried out by the manufacturer, authorised
distributor or an authorised workshop. It is acceptable to fix minor
cloth damage with self-adhesive patches included in the package.
Inspections
Full Inspection is recommended every 12 months or every 100
hours whatever comes first, if not advised otherwise by the
inspecting person due to paraglider’s condition.
A paraglider can be officially inspected only by the manufacturer or a
dealer (authorised to do so).
23
warranty
We are aware that purchase of a new paraglider is a big expense
for every pilot. That’s why we guarantee quality of our products.
Warranty:
Dudek Paragliders guarantees free of charge repairs in case of
damages caused by the material or production flaws:
For the free-flying paragliders warranty
covers 36 months (3 years) or 300 flight hours,
whatever comes first. If the free-flying
paraglider is used for
powered flights, every hour flown is counted
double (not concerning PPG paragliders).
For the paramotor canopies (PPG) warranty
covers 24 months (2 years) or 200
flight hours (whatever comes first).
For the mountain wings (MPG), hike&fly,
speedflying, schools or professional users
warranty covers 18 months 1,5 year) or 150
flight hours (whatever comes first).
Warranty does not cover any of the following:
< canopy colour fading as well as bleeding caused by improper
storage/transport
< damage caused by chemicals or salt water
< damage caused by improper use
< damage caused in emergency situations
< damage resulting from accidents (airborne or otherwise)
Warranty is only valid if:
< flight hours can be identified basing on properly kept logbook
of the owner (and his possible predecessors) with marked PPG
hours.
< the paraglider is used in accordance with the operating manual
< the owner did not make any repairs by him/herself (excl. minor
repairs with self-adhesive patches)
< the owner did not make any modifications
< the paraglider can be unmistakably identified by data
sheet/sticker
< the paraglider has been properly inspected at all times.
24
environmental care
Note: In case of damages caused by the material or
!
production flaws please contact the dealer that sold you
the gear. The dealer will determine further actions.
JIf you have bought the paraglider second-hand, ask previous
owner for a copy of his logbook (covering entire entire use of ther
paraglider from the day of original purchase).
!
Environmental care
Paragliding is an outdoor sport.
We believe that our clients share our environmental awareness.
Exercising paragliding you can easily contribute to environment
preservation by following some simple rules. Make sure you are not
harming nature in places where we can fly. Keep to marked paths,
do not make excessive noise, do not leave any garbage and
respect fragile balance of the nature.
Recycling of used gear
A paraglider is made out of synthetic materials, which need to be
properly disposed of when worn out.
If you are not able to dispose of the paraglider properly, DUDEK
Paragliders will do that for you.Just send your paraglider to the
address given at the end of the manual, accompanied by a short
note.
25
The Dudek paraglider you bought should include following
items:
< transport bag (with your canopy inside)
< the paraglider itself (canopy, lines and risers)
< compression strap to keep the canopy together
< pocket with paper work and repair wallet including:
ź 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 are to be repaired by an authorised service
only.
ź looped and stitched suspension line (the longest of all
lines in the paraglider) to be used as a temporary
replacement. Do not cut it if you have to temporarily
replace a shorter one, just tie it at the length needed.
ź paraglider passport with entered date of purchase and
valid technical inspection (please check the serial number
with the sticker on wing tip).
ź USB drive with this manual
< small gifts
what have you bought
26
technical data
Run&Fly
Load certification EN:926-1 yes yes yes yes
Number of cells
Surface area (flat) [m2]
Surface area (projected) [m2]
Span (flat) [m]
Span (projected) [m]
Aspect Ratio (flat)
Aspect Ratio (projected)
Speed [km/h] 42 km/h for size 16 and 85 kg of the take-off weight
Max. cord [mm]
Min. cord [mm]
Distance pilot to wing [m]
Total line lenght [m]
Total take-off weight [kg]
Weight [kg]
Lines Edelrid A-8000U: 050; 070; 090, 130; 190 / Liros: TSL-0190
Fabric Porcher Classic 26 g/m
Risers Liros D-Pro: 3mm; Cousin: Dyneema 16650
14 16 18 20
41 41 41 41
14,00 15,99 18,00 20,00
11,96 13,66 15,37 17,08
8,20 8,76 9,28 9,80
6,52 6,97 7,39 7,75
4,80
3,56
2087,00 2229,00 2365,00 2493,00
611,00 653,00 693,00 731,00
4,76 5,08 5,39 5,68
261,94 282,16 301,30 319,34
45 - 105 45 - 105 50 -105 60-105
0,89 0,98 1,08 1,16
2
Porcher Sport Hard 26 g/m2
27
The rigging scheme itself is published on the next page, while tables of line lengths you
will find in attachments to this manual.
Lengths are measured with a specialised, computer-operated device. All the lines before
measurement are stretched with a steady 5 kg load. Thanks to abovementioned device
and proper procedures, final tolerance of line lengths does not exceed +/- 10mm.
Note: Distances given below are to be understood as
!
distances between connection points. When cutting a line for
repair, 20 cm extra must be added, as at each end a 10 cm
stitch is required to fix the loop. The only exception is the main
steering line (BRP), which is looped only at the upper end, with
at least 150 mm margin for fastening brake handle (this means
for this line extra 25 cm than in the table is needed).
rigging scheme
28
rigging scheme
A
AP2
AD4
B
BP4
AD10
CD7
a19
b19
c7
d7
br10
AD9
a16
2a16
a17
2a17
a18
2a18
c6
CD6
2c6
br9
br8
BR
T2
AP3
AD7
AD8
a15
2a15
CD5
a12
a13
2a12
a14
2a13
2a14
c5
2c5
CP3
br7
BR
T1
AD5
AD6
a9
a10
a11
2a9
2a10
2a11
c4
CD4
CD3
2c4
CP2
3c4
C
br6
br5
BRD2
BRD3
BRPb
AP1
a7
a8
2a7
2a8
c3
2c3
CP1
3c3
3d3
br4
BRD1
BRPa
AD2
AD1
AD3
a1
a2
a3
a4
a5
a6
2a4
2a5
2a6
c2
CD2
CD1
2c2
3c2
br3
br2
2a1
2a2
2a3
2c1
3c1
b1
b2
b3
b4
b5
b6
b7
b8
b9
b10
b11
b12
b13
2b1
2b2
2b3
2b4
2b5
2b6
2b7
2b8
2b9
2b10
BD2
BD1
BD3
c1
DD1
d1
2d1
br1
3d1
BP1
DD2
d2
2d2
3d2
BD4
B
DP1
d3
2d3
3d3
2b11
BD5
BD6
BP2
D
DP2
d4
DD4
DD3
2d4
3d4
b14
b15
2b12
2b13
BP3
DP3
b16
2b14
BD7
d5
2d5
b17
2b15
BD8
b18
2b16
2b17
2b18
BD9
DD6
d6
DD5
2d6
DD7
29
If you respect the rules of safe flying and proper glider care, you
will enjoy many years of pleasant airtime on your wing.
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 choicesafety margin during all
manoeuvres.
Caution: FLYING THE PARAGLIDER IS ALWAYS YOUR OWN
!
RESPONSIBILITY!
summary
SEE YOU IN THE AIR!
30
Dudek Paragliders
ul. Centralna 2U
86-031 Osielsko, Poland
tel. (+48) 52 324 17 40
www.dudek.eu
info@dudek.eu
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