FreeX MANX S, MANX M, MANX L Owner's Manual

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Owner's manual

Important notice

All technical data in this manual has been worked out very thoroughly by the

authors. In spite of this, errors cannot always be excluded. FreeX and the dealer do

not accept any kind of liability for

any casualties or damage caused directly or

indirectly by the use of this equipment or due to imperfect information. The authors

warmly welcome any comments, suggestions or information about possible

inaccuracies at any time.

We reserve the right for chang

es occurring due to technical progress.

Trademarks

The quotation of brand names, trade marks and trade names etc. in this manual,

even though not being specially marked does not justify the assumption that such

names can be considered as free in the sens

e of the existing trade mark protection

law and hence be used by everyone.

freeX is a registered trademark by FreeX GmbH.

by FreeX GmbH.

any other way s

ave with written permission of FreeX GmbH.

revision

: 10.07.2008

Congratulations

on the purchase of your freeX MANX!

You have made an excellent choice. We wish you lots of great

flights and just as many safe landings with your new wing!

In order to make yo

ur start as easy as possible and to help you

get familiar with your MANX and its advantages, we recommend

before you intend to get airborne with your MANX

that you

read these instructions very carefully and pay attention to the

data given.

Your freeX

-Team

info@freex.com

www.freex.com

Registration

Technical Data

Personal requirements

Description of your flying equipment

The MANX in detail

The canopy

The line system

The riser system

The speed system

Suitable

harnesse

s12The reserve parachute

The carrying bag

Possibilities for adjustment

Brake

Speed system adjustment

Flying

Launching

Preparation

Launching technique

Winch towing

Flight tech

nique

Speed control

With the brakes

With the speed system

Turning

Flying in thermals

Flying in turbulence

Fast descents

Spiral dive

B-line Stall

Big-ears

Landing

Extreme flight manoeuvres

Aerobatics

Deflations

Asymmetric deflations

Collapse with entanglement

Front deflations

Stall

Deep (parachutal) stall

Dynamic / Full stall

Spin

35Brake failure

35Motorised flight

Care and Maintenance

Safety instructions and liability

Appendix

Registr

ation

Technical data

freeX is very interested in keeping you up to date in an optimal

way about technical progress and providing you with the latest

information concerning your MANX. In order to do so, we kindly

ask you to r

egister with us by filling in and returning the attached

reply card. In order for us to provide you with the best possible

support, it would be very helpful if you would also answer the

questions on the back of the reply card.

MANX

SML

Startweight

kg60-8580-105

100

130

Cells

363636

Glider weight

5,2

Area

25,82

28,94

31,58

Span

11,40

12,06

12,60

flat

Aspect ratio

5,03

Area

22,20

24,86

27,15

Span

9,05

9,57

10,01

projected

Aspect ratio

3,69

Lines (A/B/C/D)

3/4/3/3

V-Trimm

km/h

36,00

3636V-Max.

km/h

505050

Sink rate

m/s

1,15

Certification

DHV1

Tow

JaJaJa

Personal Requirements

Description of your flying equipment

The freeX MANX has successfully passed the most string

ent test

worldwide and achieved the German DHV

Gütesieg

l registration

with

LTF 1.

It is suitable for flight training and for the less experienced pilot.

The only frequently flying leisure pilot will also find a perfectly

suited glider in the MANX. It’s un

complicated flight behaviour

allows you to adjust quickly to your new glider. Thus, you can

begin to benefit from the Manx high performance potential early

on, and can set higher goals for all flights.

Even the experienced pilot will derive sheer pleasure

from the

MANX. Its great speed range and high performance potential,

combined with its direct and easy handling make the MANX the

perfect partner for excellent results and more flying fun.

Before starting, however, it is important from the standpoint of

afety that you get sufficiently familiar with your new equipment

by reading this manual and by spending time with your glider on a

practice hill. We particularly urge you to make use of the chapter

dealing with Possibilities for adjustment.

The MANX is th

e result of a complex development by the freeX

development team, while integrating latest findings in paragliding

aerodynamics and material studies. The outcome is a fast, stable

entry level glider of the highest quality, which couldn't be easier to

launch

, is stable when aloft and sets new standards in handling

and flight performance.

With your MANX you have purchased a glider which is made

according to the latest level of technology, and the dimensions of

which fulfil the harshest demands in all aspects.

The MANX in Details

The canopy

Caution: At the time of dispatch, each MANX corresponds to the

certified version. Any arbitrary change beyond the registered

adjustment possibilities (see appropriate chapter) dangerously

affects the flight behaviour and is prohibited!

The canopy of t

he MANX is made of extremely strong, especially

coated Porcher Marine fabric which when treated properly (see

chapter Care and maintenance) has proved to be extraordinarily

wear

resistant and airtight, so that you will enjoy safety and

excellent resale val

ue of your MANX for a long time.

The top surface is produced with our new Hybrid technique, with

the first third being made up with the 9092 E85A 44g material,

while the latter two thirds made up with 9017 E77A 40 g material.

This well tested Material

Mix

guarantees a high quality, longer life

and a higher class of safety due to the overall lightness to the

canopy. Both materials are impregnated in a water repellent

coating which helps maintain the porosity for a longer period.

The bottom surface uses the 9

017 E38A 40g material which

again optimises the overall weight of the glider.

Diagonally stiffened Porcher Marine fabric 9017 E29A (Hard

finnish) was our choice for the profile and ribs in order to

guarantee maximum profile accuracy in connection with the

load

optimised force penetrations for induced forces. The profile of the

MANX was particularly calculated for the demands of a modern

paraglider by the aerodynamics specialist Dani Loritz and shows

an unusually high range of angle of attack.

Leading and tr

ailing edge are reinforced with a polyester band, air

intake holes and partly closed cells are stiffened for best

attributes for launching and high speeds.

The round shape of the cell openings as well as the partially

closed cells were chosen to guarantee

a balanced tension ratio

between upper and lower surface and at the same time to keep

the openings at the leading edge which normally are

disadvantageous to performance as small as possible.

The MANX is not equipped with a stabilizer in the traditional

sen

se. It has been reduced to a winglet of the smallest possible

The line system

dimensions. In this way induced drag has been reduced and the

MANX has been provided with high directional and canopy

stability without bringing about unnecessary parasitic drag.

The centre pro

file on the bottom surface has been enlarged in

comparison to the others, as a result gives a thicker flying profile

in the middle of the wing, known as the so

called Kiel Rib. This

Kiel

Rib reduces Roll and Yaw and improves the turning

momentum of curves.

The overall result is a more flat and

smoother turning, which improves the ability of climbing in

thermals as well as turns close to the ground.

The Kiel

Rib also reduces the Yaw and Roll momentum by

collapses by max 50%.

The parasitic line drag has bee

n minimized by bifurcating

(branching) the lines between canopy and riser at three levels

and by adapting their diameters to the occurring loads. Only high

quality Cousin Trestec, Super Aramid and dynema lines are used.

These high

tech

lines meet the highe

st requirements of a

paraglider line in a special way: The outstanding tension stability

ensures that line lengths still show original figures even after long

use; thus dangerous alterations of flight features by different

tensions are excluded. At the sam

e time, kink resistance passes

highest test standards.

The line groups A, B, C and D each lead separately to the

appropriate riser, making it possible to access each set of lines

separately, for example when B

lining (see the section on

techniques for desc

ending). The stabi is attached on the B

level.

Additionally there is a seperate Baby A

riser. This is for easier

application of the manoeuvre “Big

earing”. A, Stabi and brake

lines are Yellow. B, C and D lines are Red.

The Riser system

The riser

The 4 riser system of

the MANX is adjusted to a uniform length

of 47cm (L50cm) adjusted. This allows uncomplicated handling

when launching as well as the ability to reach line links during

flight. The precisely designed transmission ratio of the riser

system is adapted to the p

rofile and combines a reduction of

angle of attack with a decrease of arch upon accelerating via the

foot bar.

The speed system

For quicker identification of risers, the colour of the seam tape on

the A

riser is yellow, and on the B

risers is red (=emergency

manoeuvre, B

Stall).

The brake/control line is guided by a pulley. It is attached to a 6

cm long extender in order to give the pilot more space when

operating the brakes without adversely affecting D

lines.

The final adjustment of the toggle position must take into ac

count

measurements of harness, pilot size and his/her individual

preferences (see chapter Possibilities for adjustment).

The speed system

The speed system of the MANX consists of two parts: The

transmission system of the risers which distributes the

action to

Suitable harnesses

the separate line

groups, and the pulley system on the A

riser

which gives a 3:1 reduction and allows the full 10 cm (Size M 12

cm) of travel on the A

riser of the MANX to be used without

excessive effort.

Connecting the footbar to the speed

sys

tem are C

clips on the

accelerator cord and on the riser. These are simply twisted

together before takeoff with a 90

degree movement.

By profile

specific shortenings of the A

B and C

risers, the

MANX is accelerated very effectively by about 14 km/h without

decisively sacrificing stabil ity.

The cord from the foot

bar runs as usual through one or several

pulley

rollers on the harness to the front and must be connected

with appropriate length to the included foot bar.

The MANX was designed for use with any

licensed harness, like

the FreeX Carrera. Extremely stiffened cross

strap

harnesses

with very high suspension may, however, adversely affect the

handling of the MANX and its behaviour during spiral dive (see

chapter Fast descents!).

The MANX is authorised

for use with most modern paragliding

harnesses. As optimal configuration, we recommend the use of a

harness with medium to low hang

points in order to make full use

of weight shift when turning, which the MANX reacts to very

easily. For the maximum in pass

ive safety, freeX recommend the

use of a harness with back

protection and an under

seat

mounted reserve container. The freeX Carrera is a modern

harness with DHV

approval and is ideally suited for use with the

freeX MANX. Contact your freeX dealer for more

information.

Please remember that the suspension level of your harness

transmits into the adjustments of the control/brake line lengths

and of the speed system (see chapter Possibilities for

adjustment)!

The reserve parachute

The carrying bag

Carrying a licensed safety chute is part of the

safe use of a glider

even when the risk of equipment failure can be considered to be

negligible. When choosing the appropriate rescue system of the

right size, please apply the same care as you did when you

picked out your freeX paraglider!

The reserve sy

stem LR34 and LR39 from FreeX are a modern

round canopy with a central line to eliminate pendulum

momentum. The opening time and sink rate are of the minimum.

We have created a new generation of backpacks, which improve

greatly on standard models in many

details.

The freeX packsack is sufficiently large, in order to accommodate

the largest of equipment. Special geometry and weight

distribution ensures an outstanding comfort. The durable nylon

material and the complex processing ensure an unusual

longevity.

If the volume is not fully used, then the bag with the

four lateral compression belts can be tightened. Note: Always

remember to open compression belts before the Backpack is

packed! Apart from the enormous capacity, the freeX comfort

packsack possesses a

nother large top flap, into which helmet,

overalls, gloves etc. can be stowed away.

Also modern

harnesses with large back protectors find place.

The backpack

First, helmet and vario meter, gloves and similar objects are

stowed away into the padded lid p

ocket with access from outside.

This way they are protected from pressure coming from outside

and there is no risk of them sliding into your back.

Then the canopy itself is pushed into the main compartment.

Even huge harnesses with dorsal protectors are ea

sily stowed

upside down with the seat above the canopy. The zippers allows

closure of the backpack without effort or strain.

Flying suit, jacket and other clothing can be packed in the lower

pocket. The flat outer pocket of the lid is designed for maps,

unch information, etc. The position of the small elliptical side

pocket makes it easy to reach wallet or sunglasses without

having to take off the backpack.

The freeX backpack derives its optimal comfort in carrying even

for longer hiking tours from the d

orsal foam insertion and the

efficient hip

belt.

The empty bag can be easily folded up in order to pack away into

the harness.

Simply follow the diagrams below:

Foldingof bag 1

Folding of bag 2

Possibilities for adjust

ment

Brake

The manufacturer has set all line and riser lengths

of the MANX

with high precision to the tested measurements as standard. In a

multi

phased process for securing quality every paraglider is

rechecked individually before leaving the manufacturer.

Therefore, there is no need for readjustment or fine trimming

Your MANX has been set optimally regarding flight performance,

handling and safety.

Any arbitrary alteration of line lengths or risers will result in the

expiry of any responsibility of the manufacturers or distributors!

Exceptions to this are adjustmen

ts of brake position and speed

system.

The brake line adjustments of the MANX at the time of its serial

dispatch are the medium position.

This length adjustment may never be shortened, which means

the brake toggle may never be set at a position which is m

ore

than 5 cm higher! The result would be a continuously slowed

down canopy. Please note that through drag the brake already

transmits power before it looks tight in the pilot's eyes!

At the time of dispatch, the brake adjustments have a neutral path

of ab

out 10cm. This adjustment is more apt for practice since it

does not involve the risk of slowing down the canopy

unintentionally. The marking on the steering line corresponds to

this adjustment and should not be set below if possible!

Warning!

In no case m

ay the position of the steering lines be

shortened by more than 5 cm relative to the marking applied!

The MANX exhibits comfortable handling with medium brake

distances. It shows a progression of brake forces (increase of

forces with brake distance). It is

therefore important that every

pilot makes the best adjustments according to his size, harness

combination and personal preferences in order not to tire rapidly

by a non

ergonomic position of the brakes.

The region between shoulder and chest is inefficien

t for muscle

power input; this is a transitional region between pulling and

pushing for the arms.

Brake adjustment

Thus, this region should be avoided as the main control area and

in harnesses with low suspension or with very tall pilots this is

achieve

d by elongation of steering lines. Since not enough

distance is available above the shoulder (region of pull), the brake

zone must be shifted into the pressure zone (region of push).

Pilots who are smaller or whose harness is attached at a higher

level, us

ually have the choice, following their own inclination, to

retain the brakes at their shortest position and to control within

the region of pull (above the shoulders) or to adjust the brakes to

a significantly longer position and to steer within the lower

arm

position below the chest.

The brake distance must in any case allow the MANX to be

stalled upon landing without taking wraps. This can also happen

dynamically (while taking advantage of the pendulum effect).

Coiling the steering lines around the hands

is not recommended

since the pilot's ability to interpret the stall point is lost (shifting of

reference point), the blood flow to the hands is blocked off and in

the case of having to use the safety chute the throwing hand is

simply tied.

If you wish for

a tighter connection to the toggle you should better

use the "ski

stick" method (slide the hand through the toggle with

palms up and grab toggle from behind at the D

ring).

Speed system adjustment

A carefully adjusted brake enables you to fly without exhausting

yourself and with

complete canopy control in all situations

without taking wraps! The adjustment made by the manufacturer

(at the marks) is only to be seen as a starting point from which the

brakes may be lengthened if required in small steps of about 2

cm until the opti

mal position has been reached. Please check for

symmetrical adjustment of left and right steering lines!

For fixing the toggle a permanent knot is required, best suited is

the single fisherman’s knot since it is the least weakening for the

line:

Brake ha

ndle attachment knot : single

fisherman‘s

The speed system must be must be properly adjusted for the pilot

and harness in order to guarantee the full acceleration distance.

Firstly, the risers must be attached to the harness karabiner and

the cords atta

ched to the speed system on the riser using the C

clips. The risers must be extended to simulate the position in

flight, while the pilot sits in the harness. It is useful to have a

second person to help here.

Speed system adjustment: run cord through pu

lley to footbar

Speed system adjustment : optimal length

Now the footbar can be attached to the ends of the cords using

knots. The adjustment should be a compromise between

"sufficiently long" to be able to "step in" while gliding and "short

enough" so

that foot path is still possible, which is necessary for

the full range of acceleration.

The C

clips can be unfastened to allow the paraglider to be

removed from the harness after use without having to re

adjust

the speed system before the next flight.

Speed system adjustment: fastening of C

clips

Flying

Launching

Preparation

This manual only covers basic and product

specific aspects of

flying technique. It cannot and should not replace thorough flight

training by an authorized paragliding school! Such training is an

essential pr

erequisite for safely piloting a paraglider, this is also

the case for flying the MANX.

Choosing an appropriate, obstacle

free launch site is an

important factor for a safe and successful launch. The site should

be wide enough to allow plenty of cle

arance for the initial run in

headwind and the possibility of aborting the launch.

First, the MANX is pulled out of its protective stuff

sack and laid

out. Cell openings should be facing up and form a clear arc or

crescent so that all lines create an even

pull on the canopy upon

launching.

The lines are now sorted according to line groups, starting down

at the brake along the D, C

and B

lines and from there up to the

A-lines above.

The special geometry of the lines which gives low drag calls for

special ca

re when separating line attachment points (bifurcations)

otherwise you will run the risk of line entanglements and knots.

You must make sure that the riser is not twisted and not looped

through itself. Lines of different groups may not be tangled up

with o

ne another and lines of the same group should not be

twisted: The outer lines of the canopy are also hooked up to the

outside of the line link.

Non-crossed lines

The brake must run totally free through the pulley

roller to the

brake

handle. The line lin

ks must be checked that they are safely

screwed shut. Now check the speed system. The foot bar must

be absolutely free and may not shorten the risers during launch or

make you stumble.

After you put on your harness check for complete opening of the

canopy

behind you, make sure all lines are free and all buckles of

the harness are properly closed and the karabiners are properly

attached and if necessary secured. With the right wind conditions

and free airspace there is nothing to stop you from getting

airbor

ne.

Launching technique

Winch Towing

Takeoff check list:

All harness buckles closed?

Helmet put on?

Canopy connected?

Karabiners secured?

Lines cleared?

Steering lines routed freely?

Leading edge open?

Free airspace all around?

Headwind?

Without much muscle power the MANX is e

asy to raise by

evenly pulling on the A

risers.(both A

risers should be held on

each side) Stretching out your arms behind your back serves as

elongation of the lines up to the shoulders; hands grasp the risers

at the level of the line links. The arms only

guide the A

risers

without explicitly shortening them.

The MANX rapidly rises above the pilot without getting stuck or

overshooting him. As soon as the canopy is vertically above the

pilot the risers are released and brakes are pulled about 10

-15cm. This

enables you in a smooth, continuous motion to look up

and perform a careful canopy check and reduces the required

takeoff speed. Additionally, the canopy is stabilized and protected

from load losses (e.g. caused by bumps on the ground). In case

of irregul

arities of the canopy or the lines you can, depending on

launch site conditions, still attempt to correct these which is

usually done via the brakes. If you do not succeed, the launching

procedure has to be aborted immediately by pumping down one

steering

line and running out parallel to the slope!

However, when everything is in perfect order, the MANX will

quickly take off as you continuously accelerate running (increase

length of paces not frequency of paces). Lift off occurs in an

upright position and r

eady to run.

Its marvellous launch characteristics predetermine the MANX for

winch towing.

Basic posture and inflation technique are pretty much the same

as the standard mountain launch but you should use less brakes

for a safe launch from a flat field.

Flight technique

Speed control

with the brakes

with the speedsystem

Because of its flexibility it does not pose any problem at all to

perform corrections of the flight direction with the MANX when

on the tow line. To avoid the risk of an unintentional one

sided or

full stall, adapt the use of the brakes to the situation.

Regulations for winch towing must be observed. Only permitted

equipment may be used. A winch towing training is an essential

prerequisite for safely carrying out this launch method!

The speed range of the MANX using only the brakes is relatively

gh. Adapting the speed to every flight situation is essential for

performance and safety.

You will achieve best glide (in calm air) with your MANX by not

applying any brake at all. The best sink rate is achieved with both

brakes pulled about 25

30 cm.

Afte

r this point, the brake pressure will increase significantly, but

the sink rate will not improve any more. Flying at minimum speed

involves the risk of an unintended stall

for instance due to

gusts

even though the stall point lies at about 65

80 cm and

the

stall

occurs comparatively smoothly. Therefore, this speed range

must

be avoided!

The control lines should not be released during the whole flight

phase!

The manufacturer has trimmed the glider to medium/high speed.

If you increase your speed up t

o the maximum by using the speed

system you will push forward significantly faster and stay higher

when flying across or into wind (better penetration). In doing so,

keep hold of the brakes in the high position and be ready to

rapidly release the accelerat

or in the case of a deflation, which

Turning

Flying in thermals

means you go back to original position and prepare to intervene

via the brakes.

The benefit of the foot bar is that an impending tuck can be

recognised by sudden reduction of pressure on the foot bar and

often avoided

by rapid release.

The potential acceleration distance of 10 cm (Size M 12cm) leads

to high maximum speed. A collapse of one side of the airfoil will,

of course, bring about more dynamic reactions than at trim speed.

Only use the foot bar when having suffic

ient ground clearance.

The high stability of the canopy during maximum speed should

not let you become foolhardy.

If you pay attention to this, you will have great fun with the

extended radius of action and the plus in safety through the high

speed range

of the MANX.

The MANX shows direct response to the brakes and exhibits

high manoeuvrability.

The harmonic coupling of brake line distance and angle of bank

requires the pilot to also use the brake on the outer wing for

shallow circles. Narrow, steep turns

can be flown out of full speed

by pulling one steering line, or with brakes applied by

simultaneous release of the brake on the outside wing.

Flying with low angle of bank, for instance when climbing slowly,

requires applying some brakes on the outside wi

ng or keeping the

brake on the outside wing down.

Caution: Never initiate turns at minimum speed (with full brakes),

you will run the risk of spinning!

The MANX responds very well to using weight shift: By leaning

to the side that is producing the turn, yo

ur MANX’s willingness to

turn will be increased.

A helpful hint for more skilled pilots who already have developed

a feeling for the stall point in turning: For climbing in weak lift with

lowest bank

and a big enough radius of turn

it is favourable to

intensify the load on the outside wing by weight shifting.

Flying in turbulence

Once you have found an appropriate body of thermals, centre

with toggles pulled about 20

25 cm in order to turn as shallow as

possible.

The region to fly is the range of minimum sink. The canop

performs narrow turns and transforms thermals directly into

altitude. It is recommended to keep some brake applied on the

outside wing. By varying the amount of braking, you can prevent

tip deflations and also effectively control the angle of bank.

If th

ermals are very narrow and strong a higher speed and bank

angle will be helpful. The brake on the outside wing is now being

released.

Especially in wind

shifted thermals, sufficient speed must be

flown. Try to keep to the windward edge of the thermal by

xpanding the headwind semi

circle and turning tightly with

tailwind. If you drop out of the thermal on the windward side, you

will tend to descend back into it because it is tilted downwind

whereas falling out on the lee side results in greatest loss of

titude and makes it most complicated to return into the

upcurrent (probably only possible by lateral detour or extremely

accelerated flying).

When passing through strong turbulence it is recommended to

stabilize the canopy by simultaneous use of both brak

es.

Up to a certain degree of turbulence the MANX is very resistant

to deflations even at full speed. An experienced pilot may well

extend this limit by "actively" stabilizing the canopy. As soon as

the canopy tries to overtake the pilot in turbulence, the

canopy is

kept back by pulling the brakes more or less.

This "active" form of flying also works with incipient deflation on

one side of the canopy. In rough conditions, the necessary

amount of brake distance can absolutely surpass the stall point in

norma

l flight. Due to the altered relative wind you are far away

from the stall angle of attack.

When flying into strong vertical gusts from below, you act just the

opposite way: Now the brakes must be released in order to

balance out backward movements of the

canopy.

However, before you fly in strong turbulence or go cross

country

with your MANX for the first time, you should have acquired a

Fast descents

Spiral Dive

feeling for the MANX’s specific reactions so you can stabilize the

canopy as mentioned above.

Due to the very low sink

rate of the MANX, problems with

"getting down" can occur in trim flight when the lift situation is

very good or when the weather changes unexpectedly.

There are three possibilities of rapidly reducing altitude in such

situations.

Caution

: These methods o

f fast descent are emergency

manoeuvres which can expose the structure of the canopy up to

its limits of strength. Therefore, they may only be used in training

or in emergency situations.

The spiral dive is the most effective form of fast descent: With a

little bit of practice you will achieve a sink rate of 15 m/s and more

with your MANX. It is absolutely necessary that you gradually

approach these values the first few times!

Constant pulling on one brake narrows the radius of the turn and

forms a spiral

rotation in which high sink rates may be reached.

As soon as the MANX is in a spiral dive (clear increase of sink

rate and turn bank), the outside wing should always be stabilised

with the outside brake and the desired sink rate should be

controlled with g

reat delicacy. In an average spiral dive both

brakes are equally applied with about 35 cm. This way, the

MANX will not become nose

heavy, is more stable in the spiral

dive and eases out more harmonically.

Caution

: When this is initiated too fast, there is

a great risk of

spinning! In this case, release the control and try again.

Caution

: The MANX speeds up very quickly when in a spiral dive

and reaches values over 15 m/s as well as high g

loads. Values

above 10 m/s may only be flown in immediate emergencies

and

with the appropriate pilot qualifications since the pressure on

material and pilot could surpass the safe range!

You recover from a spiral dive by gently releasing the brakes and

by controlled counter

braking in order to avoid excessive

B-line

stall

swinging but

also because the MANX may show, as all modern,

drag

reduced paragliders, the tendency for retarded turning out of

high speed (sink rates of more than 12 m/s).

So you must clearly discriminate between initial phase (only the

brake on the inside wing is bein

g applied plus weight shift control)

and the spiral phase (inside brake is being released, the outside

brake is being applied and the weight is in neutral position) and

the recovering phase (gradual release of both brakes, the inside

brake may be released

a bit faster, weight shift towards outside

wing according to tendency)! The pilot must always be aware of

the high energies, which are essential for controlled, smooth

recovery from strong spiral dives. Impulsive counter

steering out

of full speed with the

purpose of interrupting the phase of

retarded turning can lead to very dynamic, highly dangerous

swerving movements ("looping") and is absolutely prohibited.

Since there are strong forces acting on the pilot during extreme

spiral rotations and its initiat

ion presents problems in very

turbulent conditions, we also recommend

owing to the MANX's

appropriate design

to use the B

Stall with the MANX.

The spiral dive (sinking about 8

15 m/s) still remains the most

effective method for descent and should ther

efore be practised

where as a B

stall (sinking about 6

8 m/s) is not appropriate for

every type of emergency situation.

Out of unaccelerated normal flight, it is best to grasp the B

lines

on both sides above the line links and pull them down

There is no n

eed to release the toggles whilst B

stalling. The first

10 cm require a relatively high power input. Then a full stall will

occur, the canopy bunches up in the direction of the profile and

by pulling down further ( another 10 cm) you will achieve a high

nk rate while keeping a completely stable “flight” position.

Pulling the B

lines even further down will not enhance the sink

rate but lead to a more unstable flight position and turning away

of the canopy.

By releasing the risers the canopy will accelerate

immediately

wi t hou t s t ron g pe n du lum e ff e ct s . A r api d rel eas e is

recommended.

Big ears

Landing

The MANX does not show any tendency to remain in stalled

flight. Should it not catch up right away, a simultaneous push on

the A

risers will remedy this condition.

By pulling

on the rear (outer) A

riser and holding down the outer

A-lines the wing tips of the MANX can be folded in.

This method drastically deteriorates the glide angle but without

being an effective method for descending.

The use of big

earing is only sensible for

getting away

horizontally out of moderate thermals without gaining more

altitude (such as at cloud base or at risk of being blown

backwards into lee ).

The horizontal speed only increases very little, the flight path

speed increases significantly. The eff

ectiveness of this technique

can be increased by using the speed system at the same time.

To reinflate it is simply necessary to release the line

only in

exceptional cases is it necessary to help the reinflation with brief,

deep pumps of the brake on the

deflated side.

Caution

: In this configuration no additional spiral dive may be

flown since only a part of the line attachments can take up the

increased loading caused by the turn and the canopy would be

overloaded!

Concentrate on your landing zone whil

e having plenty of ground

clearance!

Landing with the MANX is no problem at all owing to the low sink

rate and minimum speed. The straight approach is performed into

wind and the pilot eases out of the harness by standing up at the

latest when 5 meters abo

ve the ground. The MANX is flown just

slightly above the ground and at approximately 1 meter above

ground level full brakes are applied continuously and rapidly,

stalling the canopy.

In the ideal case the residual forward speed is completely

transformed in

to decreased sink just as you touch down and you

will very gently touch the ground.

Extreme flight manoeuvres

Aerobatics

If you find that you are landing with a tailwind by mistake, you

should pull the brakes earlier and most important of all more

dynamically.

In strong winds apply brakes ve

ry gently when landing. On the

ground, the best way to collapse the canopy quickly is by using

the C

risers while turning around at the same time and deflating

the airfoil by chasing the canopy.

Caution

: After landing never let the inflated canopy fall wi

th its cell

openings facing the ground, you will run the risk of bursting the

profile ribs! In situations when the Canopy threatens to pass over

the pilot after landing, a strong pull on the rear line groups/risers

will help.

The MANX possesses a very hig

h aerodynamic stability and

forgiving flight characteristics.

However, it is still possible th at the canopy may enter extreme

flight positions whilst in turbulence or due to pilot errors.

The most important pilot reaction is to keep calm. Inc orrect or

xaggerated reactions are the most common reason preventing

the MANX from immediately returning to normal flight by itself.

Acting correctly in extreme flight manoeuvres can be learnt in a

safety training course. freeX recommend you to attend an

authorized

safety course. Such flight manoeuvres can be

intentionally induced over water (wearing a life jacket and with a

rescue boat waiting below) under professional instruction

this is

the safest way to get familiar with such conditions.

The MANX is

just as

any other paraglider

neither suited for

aerobatics nor licensed for it. All manoeuvres surpassing a

horizontal incline of 60° and a longitudinal incline of 30° as well

as flight manoeuvres in which an airstream hits the canopy from

behind are considered

aerobatics.

Deflations

Asymmetric deflations

Collapse with entanglement

The paraglider is a flexible aircraft without a supporting primary

structure. Therefore, it may happen that a portion of the canopy

suddenly collapses in turbulence. Thus, canopy collapses are a

facet of paragliding and are, in case you sho

uld encounter one,

not difficult to handle with the MANX.

The MANX leaves the pilot plenty of time to intervene. The pilot's

first reaction must always be counterbalance to prevent the

canopy from turning away or to pull it out. Without counter

steering,

the MANX usually stops the rotation on its own.

Normally, the collapsed areas of the wing will then reinflate

without pilot intervention. In case the collapsed side does not

reinflate on its own, pull down the steering line on the side of the

collapse all

the way. In extreme cases this process must be

repeated several times.

Make sure you stabilize flight direction by counterbalancing.

"Pumping" the brake in panic is not an effective technique.

Remember to continuously check your distance from the ground!

Asymmetric collapses as well as front collapses can be avoided

to a large extent by "active" flying.

In rare cases, especially out of incorrectly recovered stall or spin

manoeuvres, canopy collapses may occur in which parts of the

airfoil get caught in th

e lines thus complicating reinflation. During

such entanglements, even when only to a small extent, you must

be prepared for a distinctively stronger turning

away of the

canopy toward the entangled side. This is why opposite control

must be used instantly

and without hesitation. Owing to airflow

from the front during spiral dive, it is impossible to undo the

entanglement without stopping the turn, and the steering forces

will increase extremely. If you do not succeed in levelling off or if

Front deflations

you do not have

enough altitude for further interventions, the

emergency parachute must be deployed instantly!

If levelling off (where control forces are not so high as to make

this impossible) and subsequent traditional control measures are

not sufficient to reinflate th

e airfoil, in the right altitude and with

appropriate piloting skills, the following methods may lead to

success:

Pulling down the Stabilo

line (blue

coloured: on the C

riser!)

may also result in reinflation and in the canopy's return to normal

fl ig ht.

2.Collapsing the side in question in order to take some load off

the lines (only in case of small entanglements and line

overs).

Controlled stalling of the canopy leads to the canopy sliding

backward and thus effects in airflow from behind which will

usually

undo the entanglement (only to be attempted by pilots

who have been trained in this technique and who are very

experienced).

If you cannot undo the entanglement, you must consider whether

it is possible to make an emergency landing (small entanglement,

lding canopy straight works well, manoeuvrability still remains)

or whether you need to deploy your safety chute (large

entanglement, canopy only to be kept straight with the risk of

stalling, high sinking, no more manoeuvrability).

Flying out of strong t

hermals with released brakes may for

instance result in a front collapse.

Usually, the canopy reinflates smoothly and on its own.

Reinflation can be assisted and accelerated by gently pulling both

brakes.

Stall

Parachutal stall

Dynamic / Full Stall

The first step of a stall is the deep stall.

The forward speed is

close to zero and the glider descends with the canopy open.

The MANX has no tendency whatsoever to remain in a deep

stall. In the event of a deep stall not immediately ceasing by itself

due to unusual circumstances, push the A

risers f

orward gripping

approximately one hands

breadth below the line link. This will

shorten them until the canopy has taken up speed again.

We urge you not to pull one of the brakes as this may lead to

spinning.

If you pulled the brakes further down whilst pa

rachuting, the

canopy would tilt backwards while deflating at the same time.

This is what you take advantage of when landing: The canopy is

stalled dynamically

stall and ground contact occ ur

synchronously.

In every other situation the full stall is an un

predictable and

dangerous flight configuration, which should not be flown

intentionally.

Since the MANX provides very long brake distances up to the full

stall point, an unintentional dynamic stall can be excluded to a

large extent.

Caution: Never release

brakes out of the backward tilt at the

beginning of the full stall! You run the risk of the canopy

accelerating below yourself which would result in contact with the

canopy or even falling into the canopy.

In the stalled condition, the MANX performs a stro

ng flapping

movement with the outer wings. The effect of this movement is

transferred to the pilot via the brakes. Safe recovery is performed

smoothly and with medium speed out of a forward movement of

the canopy. Here, the brakes must be released fully, i

n order to

allow the glider to regain speed. In rare cases a frontal or

asymmetric deflation can occur (see above).

Spin

Brake Failure

A stall occurring at one side of the canopy leads to a spinning

motion (spin, negative turn). In a spin the axis of rotation lies

within

the canopy and the glider turns in the horizontal plane.

You fall into a spin when the brakes are pulled too abruptly out of

trim speed as well as out of slowed speed.

This transition from normal turn to spinning is relatively smooth

with the MANX. By rele

asing the brake on the inside of the turn

you will regain laminar flow and the MANX continues with the

positive rotation.

Both brakes should be released out of a full spin so that the glider

catches up speed.

Caution: A spin is a dangerous, unpredictable f

light manoeuvre

and should not be flown intentionally!

Should the case arise that out of a spin or stall movement a line

entanglement or a tangled outside wing emerge, the resulting

rotational movement must be stopped by counter

steering

immediately. The

steering force required for this may be

considerably higher than usual! (see above: Collapse with

entanglement). Visual reference with the surface must be

maintained at all times and in case of doubt or when losing

control, the safety parachute must be dep

loyed right away!

The toggle must always be fastened to the steering line with an

appropriate knot (see chapter Possibilities for adjustment)!

If you do not stick to this rule or in the event of a damaged control

line a loss of access to the brakes might

result. The same can

happen when the toggle gets tangled around the brake pulley.

In such situations the first rule is: Don't panic! The MANX can be

controlled sufficiently without brakes. Simply steer using the D

riser on the side in question. Since a sta

ll will take place

prematurely, harsh manoeuvres should not be performed.

Motorised Flight

are and Maintenance

Because of its unproblematic launch behaviour and its good

handling the MANX is also suited for the use of a motorized

harness.

Only use licensed engine

canopy

combinations and ob

ey aviation

regulations.

For safe use of a paramotor, the appropriate training must have

been carried out. Information regarding this subject can be

obtained from any national paragliding association.

Only materials of the highest qualities were used for

the MANX.

However, your paraglider will need proper care and maintenance

so that you can safely float through the air with lots of pleasure for

many years.

The

MANX

comes with an inner stuff sack which provides extra

protection from mechanical damage.

Nev

er pack away your

MANX

when wet. If you cannot avoid

packing up when your

MANX

is wet you must spread the glider

in a well

ventilated area away from direct light as soon as

possible.

Do not let your glider be exposed to sunlight for an unnecessarily

long t

ime at launch or landing site. The ultraviolet rays deteriorate

your canopy.

Try to avoid mechanical friction forces on the airfoil, such as in

rocky regions.

If your glider comes into contact with seawater, rinse out with

fresh water at the earliest possi

ble occasion and spread it out to

dry.

Only use warm fresh water for cleaning the canopy, at the most a

mild soap, but never use any strong cleaners!

You can fix small tears in the middle of the airfoil with a sailcloth

repair kit (patch both sides).

Tears

along the seams (relevant to strength) or larger damage to

the airfoil must be repaired only by a freeX authorized repair

station.

The lines and the canopy must be checked for damage at regular

intervals.

Line bundler

Especially when you pack away your paraglider mak

e sure you

don't kink the lines unnecessarily.

Use the following method:

Packing the glider

After overstrain such as being tangled up in a tree with your

canopy and when any change in the flight behaviour occurs, the

lines should be checked for correct l

ength.

Damaged lines must be replaced by original spare parts. In no

case may the lines be "fixed" by tying a knot at the torn spot!

Should you ever find yourself in the awkward position of having to

open the line links, make sure you arrange the lines in

the right

order when you reattach them and install the line bundler as

shown in the sketch.

Safety instructions and liability

After 2 years at the latest or after 300 paragliding hours of flight,

the

MANX

must be returned to the manufacturer or dealer for

periodical inspection. Otherwi

se the operator's licence will expire.

If you wish for a premature inspection for instance because of

excessive use, we will gladly perform this check

up before the

scheduled date.

The use of this paraglider is at your own risk! Producer and

distributor d

o not assume any liability for accidents of any kind

and injuries sustained therewith. Paragliding is a risk sport,

carrying a risk of serious injury or death. Adherence to the proper

safety procedures can reduce the risk but never remove it

enti rely.

A v

iolation of the proper safety regulations makes paragliding

particularly dangerous, especially if:

The training does not correspond with the training regulations and

proper tests have not been passed.

The flight experience of the pilot does not correspond

to the

minimum classification requirements.

No appropriate and tested harness and safety equipment are in

use.

No appropriate head protection (such as DIN 33954 or

comparable) is worn.

Not all regulations are adhered to when towing.

The flight is performed

in unfavourable conditions or in a region

which is unsuitable for launching a paraglider.

No preflight check has been performed.

The pilot is not sober, not in his right mind or not in good health.

This owner's manual has not been obeyed.

Appendix

General

graphic

Line plan

MANX S

DHV Musterzulassungsschein

DHV Luftsportgeräte

Kennblatt

ÖAeC Musteranerkennungsschein

45MANX M

46DHV Musterzulassungsschein

46DHV Luftsportgeräte

Kennbl

att47

ÖAeC Musteranerkennungsschein

MANX

L50DHV Musterzulassungsschein

DHV Luftsportgeräte

Kennblatt

ÖAeC Musteranerkennungsschein

53Service records

Reg

istration Form

General graphic

Line plan

MANX S

DHV Musterzulassungsschein

DHV Luftsportgeräte

Kennblatt

ÖAeC Musteranerkennungsschein

MANX M

DHV Musterzulassungsschein

DHV Luft

sportgeräte

Kennblatt

ÖAeC Musteranerkennungsschein

DHV Musterzulassungsschein

MANX L

DHV Luftsportgeräte

Kennblatt

ÖAeC Musteranerkennungsschein

Service records

Type of works:

Remarks:

Date, done b

Service

Shop:

Type of works:

Remarks:

Date, done by:

Service

Shop:

Registration Form

Please fill in all fields.

Name:

Address:

Tel/Fax/e

mail:

Glider Details:

Model/Colour/Size

Serial Number

Date of purchase

Bought as:

New X

Demo Second Hand

Level of service from dealer

Very good

Good

Average Poor

What made you choose freeX

Dealer stamp

What level are you / hours flown

In order for your

guarantee to be implemented, you must fill in the above form and send it

back to us at:

FreeX GmbH

Hohenburg 5

83661 Lenggries

Failure to fill out this form within two weeks of purchase may make your guarantee null envoi

For full details of our terms and conditions in relation to the Guarantee, please visit our

website at www.freex.com

Again, the freeX team wish to congratulate you on your new purchase and hope to meet up

with you on the slope.

All pilots are remin

ded that before taking flight with your new wing, you must read and

understand the handbook that is provided, failure to do this not only voids any guarantees, but

could also be dangerous to you.

FreeX MANX S, MANX M, MANX L Owner's Manual

Specifications and Main Features

Frequently Asked Questions

User Manual