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

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).

+ 38 hidden pages

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

Specifications and Main Features

Frequently Asked Questions

User Manual