GIN Vantage User Manual

Vantage Owner’s Manual

Rev.1.0, 05/06/2012

Please read this manual prior to your first flight with the Vantage.

Gin Gliders Inc.

285-1 Galdam-Ri, Mohyun-Myun, Yongin-City, Kyunggi-Do, Korea

www.gingliders.com, [e-mail]

Thank you…
Thank you for choosing the Vantage. We are confident that this paramotor glider will provide

you with countless happy experiences as you progress in your flying career. This manual
contains all the information you need to fly and maintain your paramotor glider. A thorough
knowledge of your equipment will keep you safe and enable you to maximize your full potential.

Please pass on this manual to the new owner if you ever resell your paramotor glider.

Happy Flights and Safe Landings,

The GIN Team

Safety Notice

By the purchase of our equipment, you are responsible for being a certified
paramotor glider pilot and you accept all risks inherent with motor paragliding
activities including injury and death. Improper use or misuse of GIN equipment
greatly increases these risks. Neither Gin Gliders Inc nor the seller of GIN
equipment shall be held liable for personal or third party injuries or damages
under any circumstances. If any aspect of the use of our equipment remains
unclear, please contact your local paramotor instructor, GIN reseller or the
importer in your country.

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Contents

Thank You… .............................................................................................................................................. 2

Safety Notice ........................................................................................................................................... 2

1. Gin Gliders ........................................................................................................................ 4

2. Introducing the Vantage.................................................................................................... 5

For Pilots Who… ...................................................................................................................................... 5

Manufacturing .......................................................................................................................................... 5

3. Before you Fly ................................................................................................................... 7

Pre-delivery Inspection ........................................................................................................................... 7

Speed System ........................................................................................................................................... 7

Brake line adjustment .............................................................................................................................. 8

Rucksack .................................................................................................................................................. 9

Certified Weight Range .......................................................................................................................... 10

Pre-flight safety .................................................................................................................................... 10

4. Flying the Vantage .......................................................................................................... 11

Preparation for launch ........................................................................................................................... 11

Flying with and without a motor .............................................................................................................. 9

Flying under power ................................................................................................................................ 11

Advanced manoeuvres ............................................................................................................................ 16

Aerobatics .............................................................................................................................................. 19

Tow launch ............................................................................................................................................. 21

Golden rules ........................................................................................................................................... 20

5. Care, Maintenance and Repairs ........................................................................................ 23

Ground handling ..................................................................................................................................... 23

UV damage ............................................................................................................................................. 23

Packing instructions .............................................................................................................................. 23

Transport and Storage ........................................................................................................................... 24

Cleaning ................................................................................................................................................. 24

Inspections ............................................................................................................................................ 24

Repairs ................................................................................................................................................... 24

6. Reference ........................................................................................................................ 25

Testing and Certification ........................................................................................................................ 25

Technical Specifications data ................................................................................................................. 26

Line Plan ................................................................................................................................................ 27

Material list ..................... ................................... ................................. ................................................28

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1. Gin Gliders

Gin Gliders was formed in 1998 by paraglider designer and competition pilot Gin Seok Song and
his team of engineers and test pilots.

Gin’s philosophy is simple: to design gliders that he, and any other pilot, loves to fly. This
philosophy applies equally for an entry-level wing such as the Bolero, as for the world-beating
competition glider, the Boomerang. No glider is released to the market without Gin’s complete
satisfaction.

Gin has been designing and manufacturing paragliders since 1986, and is backed by an equally
experienced team, both within the company in Korea and throughout a worldwide network of
distributors and dealers. The “GIN Team” has had countless competition successes in World
Cups, World and National Championships. This high level of expertise provided by dedicated
professionals ensures that you get the best possible product support and after sales service.

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2. Introducing the Vantage

The Vantage is an intermediate-level powered paraglider. The Vantage is derived from our
intermediate paraglider designs and is thus is easy to inflate, si mple to handle on the ground,
is stable under power and offers a secure and reassuring feeling in thermals and turbulent
conditions. Inflation is equally as smooth and progressive in no wind as in stronger wind,
allowing you to enjoy your flight without the stress on launch. In the air, the handling of the
Vantage is progressive yet precise. This allows the pilot to accurately feel the sensations of
flight, and thus develop an active flying style. The Vantage will allow you to experience the full
pleasure of paramotoring and free flight, without ever compromising your safety.

For Pilots Who…

The Vantage is a paramotor glider, a lightweight motorized aircraft for recreational use with an
empty weight of a maximum of 135kg. The Vantage is an ideal intermediate glider, and is also
suitable for beginners and the more experienced club pilot who flies les s frequently and wants
a good performing glider with the highest safety margin. The Vantage is designed for all kin ds
of flying, from the first steps at the powered paragliding school to ground skimming, adventure
and long cross country flights.

Manufacturing

All GIN gliders are produced in the company’s own facilities using the most modern techniques.
The highly skilled staff take extreme care during the entire manufacturing process. Stringent
quality control is made after each step, and all materials that go into each wing can be traced .
These measures guarantee that pilots fly with the assurance that their wing m eets the most
exacting manufacturing and safety standards.

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py

Part list of Vantage:

Longitudinal
Band

Cano

Dirt exit

6

Suspension Lines

Riser

3. Before you fly

Pre-delivery Inspection

The Vantage is delivered with speed system, rucksack (reversible with fast packing bag), inner
bag, compression strap, repair tape and USB Memory stick for this manual. Your instructor or
dealer should have made a test inflation followed by a test flight before delivery.

Speed System

The speed system increases the maximum speed by lowering the angle of attack with a pulley­guided, foot-operated system. Approx. 30% gain in speed can be realized with the accelerator
at full travel.

It is important to have your accelerator system correctly routed through your harness and
attached to the risers with the supplied Brummel hooks. The length of the speed bar system
should be initially adjusted while on the ground, sitting in the har ness so that the legs are fully
extended at the point of full accelerator travel. It is helpful to have an assist ant hold the risers
taut while making this adjustment. Subsequent fine-tuning can be done on the ground foll owing
the first flight with the speed system. If in doubt about th is procedure, consult your instructor
or dealer.

length at trim

speed

length with

speed bar

length with

speed bar and

trimmer

(lower hanging point) 52cm 52cm 52cm 52cm

(higher hanging point) 44cm 44cm 44cm 44cm

(higher hanging point 31cm 33cm 38.5 44

(higher hanging point 31cm 33cm 41 49

Riser A B C D

(lower hanging point) 39cm 41cm 46.5cm 52cm

(lower hanging point) 39cm 41cm 49cm 57cm

IMPORTANT: Using the accelerator and trimmer should be avoided near the ground or in
turbulence. The use of the accelerator and trimmer decreases the angle of attack, which can
cause a more aggressive recovery after a collapse.

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Brake lines

The main brake line lengths of the Vantage correspond to the tested re sults of LTF. These line
lengths have been fine-tuned by GIN test pilots, and it should not be necessary to adjust them.
During flight, it is common to fly with half a wrap on the brakes (half a turn of brake line around
the hand). However, care should be taken to release the wraps in any extreme situation as
maintaining the wrap can prevent normal recovery behaviour.

To check the brake line lengths, with an ordinary harness and your motor unit on your back,
ground-handle the wing above your head. When the wing is nicely level, check that when the
brakes are up against the brake pulleys, the trailing edge of the wing is not being pulled down-­the brake lines should have a “bow” in them. Then, as you gently pull the brake you should have
only a few centimetres of movement before the brakes start to pull down on the trailing edge of
the wing. Make sure it is the same length on both sides. It is safer to have this ad justment too
long than too short as the slack (free travel) is ne cessary to ensur e that the trai ling edge is n ot
braked when the wing is fully accelerated.
If you do choose to adjust your brake lines, we recommend a double sheepshank or a bowline
knot for the brake handle attachment as shown in the diagram.

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The length of main brake line is as below, measured from the connection point at the mid brake
lines to the connection point at the brake handle.

Size 22 24 27

Length / cm 239 255 270

IMPORTANT: In the unlikely event of a brake line snapping in flight, or a handle becoming
detached, the glider can be flown by gently pulling the rear risers (D-risers).

Rucksack

All GIN gliders are delivered with a durable ripstop KODURA rucksack, designed for ergonomic
carrying comfort and ease of use.

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Certified Weight Range

The Vantage must be flown within the certified weight range given in the reference sectio n at
the back of this manual. The weight range is quoted as the total weight in flight, i.e. the weight
of the pilot, motor, glider, harness and accessories. The easiest way to check your total weight
is to stand on weighing scales with all your equipment packed into your rucksack.

Pre-flight safety

To fly this equipment you should:

Have appropriate practical and theoretical training and experience for this class of glider.
Have the necessary insurance and licences.
Be in your right mind, unaffected by extreme stress, recreational or prescribed drugs.
Only fly in conditions suitable for your level of proficiency.
Wear suitable head protection; use a certified harness and emergency parachute.
Make a thorough pre-flight check.

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4. Flying the Vantage

We recommend that you first practice inflating your glider on a small training hill, or flat
ground before connecting to your motor. Make your first flights with your new paramotor glider
in gentle conditions and from a familiar take off area.

The following is best carried out by an instructor or at the very least an experienced motor pilot.
Before flying your Vantage with a motor unit, we recommend that you do a static hang test. This
is done by hanging your motor unit from an appropriate structure from the wing attachment
points by using a strong rope or strap, then by sitting in the harness, get an assistant to
measure up the risers from the hang points up. The aim is to make sure that you, the pilot, are
able to reach the brakes whilst in flight. Allowances should also be made for the wind blowing
the toggles out of reach. The Vantage’s risers are shorter than most conventional paragliders,
which reduces the potential problem.

Preparation for launch

Following a consistent method of preparation and pre-flight checks is vital for safe flying. We
recommend the following:

On arrival at the flying site, assess the suitability of the conditions: wind speed and

direction, airspace, turbulence.
Inspect your glider, harness, reserve handle and pin, helmet and any other equipment.
Choose a sufficiently large take-off area with even ground and no obstacles.
Lay the glider out according to the plan form, and get the lines and risers sorted out.
Secure yourself in your harness and don’t forget the leg loops! Put your helmet on.
Connect the risers to your motor karabiners, ensuring there are no twists or loops around

the lines.
Connect the speed system to the risers with the Brummel hooks.
Do a final line check by pulling gently on the risers or lines to ensure there are no new

knots, tangles or interfering branches or rocks. Take extra care in nil or light winds.

Pre-flight check list

Engine warm and delivering full power
Reserve parachute: pin in and handle secure.
Helmet on and fastened and harness buckles closed.
Carabiners and maillons tight

Trim set correctly
Nothing likely to foul the prop
Speed bar system running freely and out of harm’s way
Lines free. (Steering toggles and brake lines free and not twisted?)
Canopy open and into wind.
Airspace and visibility clear.

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Flying with and without a motor

Although the Vantage is designed for pilots who fly mainly under power. It is not certified for
free flight, but it can be flown without a motor. Its unpowered performance and behaviour is
excellent and suitable for all kinds of flying from soaring in light lift to flying cross country.

First flights

We recommend that, to give yourself the chance to get used to it, your first flights should be
made with the trim setting set just below the neutral range, where, the Vantage will feel more
familiar, like a conventional wing. With this trim setting, try flying with a small amount of
brake - at the point where they just begin to feel heavier. In practice, this point will be
encountered at about the one quarter-brake position.
When you have become fully confident in your wing, try experimenting with slower and faster
trim-settings, weight-shift and speed bar and enjoy the extra speed and security the Vantage
gives you (See the diagrams on page 8 for details).

Note- To ensure that the trim system grips efficiently, simply lift the webbing adjustment
loop in the opposite direction after each adjustment, (this helps the webbing material over
the teeth of the cam buckle).

Double-checking brake line lengths

Again it is better to seek the advice and assistance of a local instructor or experienced pilot.
Choose a day when there is a steady breeze of about 10Kph. Then with an ordinary harness or
your motor unit on your back, visually check lengths.

Launch

Forward launch

We recommend that when the wing is laid out, that all the lines are at full length with little or
no slack between wing and pilot.
Then pull the brake lines in, to ensure that the middle inflates first. The Vantage is easily
inflated by using “A” risers only. When launching simply move forward from this position
pulling on the “A” risers, whilst keeping the pressure balanced between each side (meaning th e
tension on the “A” risers). The glider shows little or no tendency to dive overhead, so frontal
collapses which so often lead to failed launches, are rare. Instead the glider almost wait s for
you to catch up with it.

Note: - Too forceful a pull on the “A’s” may crumple the leading edge and hinder the launch.
Indeed in certain trim positions the Vantage requires no pull at all, just accelerating
forward movement only.

Reverse launch

Yet again, the glider is very easy to launch because it does not over-shoot, so the pilot has
little or no need to hold the wing back before making the turn. Reverse launches on this wing
can be carried out in as little as 5 Kph.

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In Flight

The tight handling of the Vantage allows you to make the best use of thermal cores, and its
glide at speed means less time is spent in sinking air masses before reaching the next thermal.
Limits have been provided to the range of the trim settings to avoid the danger of stalli ng when
flying with the trim pulled right down and with maximum brake. With the trim fully released,
the wing takes on more solid characteristics, carving through the air with even more pitch
stability. The brake pressures increase and so does the range of movement prior to the stall
point. Turns and rate of roll are linked in a linear fashion to the progressive feel of the brakes.

Use of the speed bar

The bar increases the speed by approximately 30%. Unlike most wings there is little or no loss
of stability; in fact the wing seems to cut through turbulence even better than before
application. However, if any instability is encountered due to excessive conditions it is
recommended to release the bar for recovery and to return to normal flying mode. The brake
pressures also increase when the bar is used, so it is more for use during straight an d level
flight.
As you become more experienced, careful release of the bar whilst entering turns gives an
effect, similar to pulling the stick back in a conventional aircraft.
Although the speed bar can be used with confidence throughout the whole ran ge of the trim
settings, it is obviously most effective when used with the trims off I.e. on the fast setting.

Landing

The Vantage has a reasonable glide so good planning is required on approaches. The brakes,
light at first, become progressively heavier over a healthy amount of travel, giving plenty of
warning of a stall. With trims on slow the wing lands like any normal paraglider, plenty of air
speed on approach, progressive flare, converting speed into lift, until the moment of touchdown.
When landing with the fast trim on, the process of bleeding off the extra speed to land can take
longer and require more space. In this mode there is a lot of stored energy, so you may find
yourself climbing out again if you aren’t careful with the controls. Having said that, the brakes
are very powerful. The last bit of brake travel really shuts the wing down and slows you up. It
does not take long to develop the confidence to fly in stronger winds than normal, but great
care must be taken when flying fast near the ground. The Vantage stores energy well, so whilst
it is possible to bleed off your speed without losing height before touchdown, respect must be
shown for the higher speeds possible, especially in slope land ings. On landing in high winds the
glider may be collapsed with confidence using a strong pull on the C or D (rear) risers.

Flying under Power

NOTE: Thorough pre-flight checks of the glider, harness and engine are essential prior to any
launch. For powered flight, many of the flying characteristics are the same as in the previous
section; however, there is a certain amount of additional information, particularly where the
addition of the thrust of the power unit and correct matching of the wing to the motor unit is
concerned. Gin Gliders cannot be held responsible for the multitude of combinations that may
be used, however if you wish to contact us we can offer some advice.

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Forward Launching in Nil Wind

While there may appear to be no wind this is rarely the case and it is essential for aircraft of
this type to take off and make the initial climb out to a safe height (depending on the
surrounding terrain) into wind. This makes maximum use of the wind and avoids the danger of
losing airspeed when climbing out steeply through wind gradient. Particular attention must be
paid to trees, power lines and other large obstacles and any rotor that they may generate.

Preparing the wing:

Lay the glider out, downwind of the motor, so that the lines are fully extended and as if
attracted to the motor or central focal point, and then lay the risers down ready to clip in. Set
the trimmers to the take off position (Faster settings may be desirable in stronger conditions,
see the diagrams in the page 8). Make sure that when warming up the engine you do so upwind
of the wing and then stop it whilst clipping in.
Attach the glider; proceed with the launch (as in section Launching).
From now on you should try to control the glider whilst facing forwards. If the wing is low
behind you and you turn around the lines will trail over the propeller. However, falling
backwards onto the motor is both dangerous and expensive and must be avoided at all costs,
even that of a few damaged lines!
During the launch, if the pressures on each of your hands feels even, open the throttle to full
take off power, leaning backwards against the thrust so that the engi ne is pushing you along
the ground rather than into it.
It is best to try and leave the brakes alone and just let the canopy come up. If it starts to go off
to one side, increase the pressure on the riser on the lower side, whilst moving sideways
towards it and the centre of the wing. Where possible maintain the direction of your launch.
If the wing starts to drop backwards, increase to pressure on both “A” risers to help it up, as
you increase power, try to keep a constant angle with the motor and maintain smooth power
control. Any sudden changes will alter your course because of the powerful gyroscopic and
torque effects.
If the canopy is so far off to the side or behind that it cannot be recovered, kill the engine, abort
the take-off and reassess the launch conditions.
As the canopy comes up, the drag reduces and it should stabilize over your head without
overshooting you. This is a good time to check that your wing is nicely inflated and that there
are no tangles or lines fouled, but this must be done whilst on the move and without turning.
When you feel the resistance reduce, allow your run to accelerate. Feel for pre ssure on the
brakes, coming down on them as required to steer or to increase lift for taking off.

Points to note:

* If your propeller protection cage is flimsy enough, the pressure of the lines on it during
launch may distort it to the point where it fouls the prop. If this is the case make sure the lines
have cleared the cage before you open the throttle.
* All control inputs should be smooth and progressive.
* Don’t attempt to take off if the canopy isn’t roughly level overhead. Dangerous oscillations
may result if you apply full power with it too far off to one side.
* Keep your undercarriage down until you are definitely flying!

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* The faster the trim setting, the more brake the glider will need to get off the ground.

Reverse Launching in Stronger Winds

Because the Vantage launches so easily it is possible to perform a reverse launch with both
front risers and one brake in one hand and the throttle and opposite brake in the other. If the
wind is appreciable this is the easiest method of launching, but if the wind is light the difficulty
of running backwards safely with a motor on makes a forward launch preferable.
Having started and warmed up your motor upwind of the canopy, attach yourself to the power
unit, face the canopy, approach the risers and clip them on to the appropriate mallions. Build a
wall first using front and rear risers simultaneously. We recommend that you momentarily raise
the glider off the ground to check for tangles and line snags.
Holding risers, brakes and throttle control as outlined above, pull the front risers up to lift t he
glider over your head.
When the glider is steady above you turn round, apply power and take off.
As with forward launching, the trim/power/brake relationship must be established for the best
rate of climb and forward speed.

Points to Note:

*This is a cross-hands reverse launch. You must master this technique before attempting it
under power.
Your local Paragliding School will assist you here.
* All control inputs should be smooth and progressive.
* Don’t attempt to take off if the canopy isn’t roughly level overhead.
Dangerous oscillations may result if you apply full power with the canopy off to one side.
* Keep your undercarriage down until you are definitely flying!
* The faster the trim setting, the more brake the glider will need to get off the ground.
Speed systems may cause problems when clipping in. Don’t get your lines crossed!

The Climb Out

Once off the ground and flying safely, continue into wind using the brakes to achieve the
desired climb rate. Don’t attempt to climb at too steep an angle. Attempting to u se too much
brake to force a higher climb rate will only degrade the climb by creating extra drag and with
the addition of lots of thrust could result in a stall or a spin.

Under power the Vantage behaves more like a powered fixed wing airplane than a paraglider,
and it helps to think of it as such.
Provided there are no obstacles in your path, it is often safer to fly level with the ground after
take-off gaining more speed before converting it into height using the brakes and then easing
off into the climb out.
The other reasons for not climbing out too steeply are the risks involved when having engi ne
failure, i.e. a stall and diving recovery.
Although the Vantage will not sit back behind you a slow forward speed and high angle of attack
is still likely to put you into a near stalled attitude if your power source suddenly fails. In this
situation you should always be able to set up a reasonable approach, so maintain sufficient

15

airspeed at all times, and keep your angle of attack under control at low altitude.
Depending on the geometry of the set-up of your power unit, the propeller’s torque effect may
make itself felt as you leave the ground. Expect it to turn you and, if necessary, steer against it
in order to maintain your direction. However, when countering the torque effect during a steep
climb on slower trim settings under a lot of power, care must be taken to avoid the risk of
stalling.
Because of the large vertical distance between the thrust line of the prop and the wing common
to all paramotors, the extent of the power management required is critically dependent on your
set up and flying ability.

Power induced Oscillations

Certain combinations of weight, power, and propeller size can cause oscillation where the
torque and gyro effects lift the pilot to one side; you then drop back only to swing up again. To
counter this you can:
* Alter the throttle setting. And /or
* Adjust the torque strap if fitted. And/or
* Shift your weight in the harness. And/or
* Adjust the trimmers to dampen it out.
Weight shift is the best counter. Oscillation usually occurs on high power settings - more power
and a larger propeller cause more oscillation. It could be that your control inputs are amplifying
the oscillation. In this case, throttling back a little and flying hands-off should take care of the
problem.
Having said all this, it is quite common for inexperienced pilots to be too busy on the controls,
this is referred to as pilot induced oscillation, and the simple answer is stop moving your hands

Level Flight

On reaching a safe height after takeoff, and if you wish to go cruising, turn on to your chosen
heading, reach up and release the trimmers if on a slow setting and if you like, and you have
sufficient height, let go of the brakes completely. If conditions are very rough you may wish to
keep hold of them, however the Vantage is even more stable at higher speeds, so we suggest
you let go and enjoy the flight.

Note –All paramotors should have adequate netting to prevent toggles entering propellers
whilst in flight – check yours!

If you have one, keep an eye on your alti/vario. In level flight - it is easy to creep into a climb
without noticing. Use the information from your instruments to optimize your forward speed
and reduce drag and fuel consumption. This will all be specific to your own set up. With its
hands-off flight capability, the Vantage is good at letting you do this.
With a sound understanding of the current wind conditions at different al titudes and i ntellige nt
use of any thermal activity, wave, convergence, ridge or frontal lift it is possible to conserve
your fuel and greatly extend your operating range. The engine of course makes it easy to put
you in the right place at the right time to exploit the conditions. Don’t be afraid to throw the
Vantage into a tight thermal to gain height and save fuel - you will find it is particularly good at
coring thermals. Using slower trim settings will allow you to climb faster in thermals.

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Using the Trimmers and Speed Bar

The Vantage has a wide range of trim and speed bar settings for you to explore. We recommend
that you explore the full flight envelop at a safe height and with adequate training and
experience.
The Vantage has a wide and relatively safe speed range compared with most air-craft.
On faster trim or speed bar settings, brake pressures generally increase and weight-shift
becomes more effective. On the slower settings, sink rate improves and handling becomes
lighter enabling you to make best use of thermal cores, whilst giving you an improved climb
rate and shorter slower take-offs and landings. For correct usage, first study th e diagrams in
the page 8, showing trim and speed bar movement as well as speed bar hook-ups. The diagrams
also show you the effect on the wing shape relative to the different settings.
At all speed settings the differential application of both brakes while banking allows you to
make very effective turns by increasing the lift to assist the turn when the lift axis is canted
over in the bank. Likewise engine thrust and speed bar can be applied at certain times to
increase turn rate etc. These techniques come with more experience allowing you to get the
most from your wing you to achieve fully coordinated, smooth turns, much like those possible
on a three axis aircraft.

Points to Note:-

* Remember, the trimmers and speed bar controls are extra items for your pre-flight checks!

Landing

There generally seems to be two philosophies about landing a paramotor - either with or
without power.

Power-off Landings

Cut all power at about 50m and glide in like a paraglider.
This minimizes the risk of propeller damage but you only get one go at it - you have to get it
right!
With or without power the Vantage rides out turbulence much bet t er on a fast trim setting, so if
it is rough come in fast, allow yourself plenty of room (like a hang gl ider) and bleed off speed
before you touch down. The Vantage stores energy quite well and it may be necessary to round
out and ‘float’ level with the ground, converting your excess speed into lift while you slow down,
before flaring to touchdown.
If you aim at a precision or tight landing, or in nil-wind conditions , it is advisabl e to use ha lf or
even full trim (maximum lift configuration).
This will hardly alter your glide angle but will decrease your sink rate; these decisions become
more critical at higher wing loadings.

Power-on Landings

At a steady tick over, lose height at a shallow angle, then as you near the ground level out a nd
bleed off speed before flaring to touch down. Kill the motor as your feet touch the ground. The
advantage of this method of course is that if you get it wrong you can power up and go round
again at any time. The disadvantages are; the increased risk of (expensive) prop d amage if you
get it wrong and the dangers involved in falling over with the engine running and getting your

17

lines in the propeller if you forget to switch off before the wing deflates.

Points to note:

* If possible, know all about your landing area before you take off.
* Check the wind direction before you set up your approach.
* Power-off landings probably need less space.
* If in doubt, practice your approach until you are sure you can land safely.

Advanced manoeuvres

It is essential that pilots take proper training before attempting certain manoeuvres.
We also suggest that you seek advice from instructors or experienced pilo ts before conducting
ANY of these manoeuvres or go flying in extreme conditions, and that you carry a reserve
parachute.

During take-off

ALWAYS ensure that your wing is definitely flying with enough air speed, before opening th e
throttle or pulling on any brakes during any launch. If it does happen that you have managed to
leave the ground but are not fully flying, DO NOT add more power and more brakes but smoothly
come off them, If the wing does not accelerate, just land. Re-assess the conditions as it may
well be you are trying to climb out through a wind gradient.
Remember: - Stalling is common to all aircraft that take off with insufficient air speed and then
try to climb. The thrust line on a paramotor is well below the wing, so adding power adds to the
problem.

Line knots or tangles

If you do take off with a line knot or tangle, try to get clear of the ground and any traffic before
taking corrective action. Weight shift and/or counter brake to the opposite side and pump the
knotted side with your brake. Be careful not to fly too slowly to avoid a sta ll or spin. If the kno t
or tangle is too tight to pump out, immediately land safely.

Active Flying

The Vantage has a high internal pressure, resistance to tucking and a very high degree of
passive safety. However, it is recommended that at this stage you already start practisin g an
active flying style. This will help you avoid deflations in a ll but the most turbulent conditions.
The key to active piloting is keeping the glider above your head at all times. I f it falls back
behind you, let up the brakes. If it surges in front of you, counter brake until the surge is
controlled. If you sense a loss of pressure on one side of the canopy, smoothly apply brake
and/or weight shift on the appropriate side until you feel pressure return. In al l cases, mai ntain
adequate airspeed and avoid overreaction.

In turbulence

Deflations of the canopy can occur in strong turbulence. The Vantage will recover without pilot
input in almost all situations, so whenever in doubt, let up the brakes and let the glider fly.
However, it is recommended that you follow the advice below in order to help the wing recover
more rapidly.

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Asymmetric deflation

In the event of encountering strong turbulence and suffering an asymmetric deflation (collapse
on one side), the Vantage will promptly and easily re-inflate without interference from the pilot,
but the course might alter slightly. This might be unwanted close to the ground or other gl iders .
Maintain your course by weight shifting away from the collapsed side. This action can be aided
by applying a little force on the brake opposite to the deflation. This will norma ll y be s ufficient.
However, if the deflation fails to come out, pump the deflated side with a firm and smooth
pumping motion. Let the glider regain its flying speed after it has re-inflated.

Symmetric deflation

A symmetric (frontal) deflation will come out promptly without pilot input. The glider will regain
airspeed with a small surge. If counter braking, be careful not to over-correct.

Cravat / glider wrapped around lines

A cravat occurs after a severe deflation when the wingtip becomes trapped in the glider lines. It
is extremely unlikely to occur on the Vantage. Nevertheless, the pilot should be familiar with
the procedure for correcting it. Counter brake and/or weight shift and pump the brake on the
tangled side. On all Gin gliders, there is a separate stabilizer/winglet main line that goes down
to the C riser. This line usually comes slack in the event of a cravat. Pull it down completely
until it comes tight and the cravat normally comes out.

Cascade of events

Many reserve deployments are a result of a cascade of over-corrections by the pilot. Please
note that over-corrections are often worse than no input at all.

Flat spin

In normal thermalling flight, you are very far from the limits of a flat spin . Nevert heless , shoul d
this occur, just let up the brakes and wait for the glider to surge forward.

Full stall, dynamic stall

This is an extreme manoeuvre and there should never be any need to perform one.

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Do not take wraps with your brakes before entering a full stall. Keep your hands close to your
body during the stall, and lock them under your harness seat plate if necessary. In a stable ful l
stall, the canopy will oscillate back and forth. Before releasing the stall, raise your hands
slightly and evenly to fill the glider with air. If possible, let the brakes up when t he glider is in
front of you to avoid excessive surge. The Vantage will slow down the surge o n its own, but you
may counter brake the dive briefly for comfort if needed and then let up the brakes to regain
airspeed. Be careful not to stall the glider again when damping the surge.

Never attempt a stall and then change your mind and release the brakes, as the glider will surge
radically.

Deep stall (parachuting, stable stall)

The Vantage does not have a tendency to get into nor stay in a deep stall. Should this
nevertheless occur, put your hands on the A risers and push forward to gain speed. On some
modern harness/accelerator setups, you can reach the speed bar without usin g yo ur hand s. If s o,
push the speed bar. Never try to steer out of a deep stall.

You can recognise a deep stall by the glider getting "mushy" and the airflow around your ear s
decreasing. This situation is usually achieved by flying in turbulence or exiting a deflation with
too much brakes applied.

Losing altitude

Extremely strong and widespread lift is found, for example, in storm conditions. The best place
to be in this situation is on the ground. Nevertheless, if you’ve been caught out by the weather
and find yourself needing to descend rapidly, there are several ways to do so. The best way is,
of course, to find sink. Failing that, try one of the techniques below. They are presented in order,
from the least to the most extreme. Most of these techniques place undue stress on your glider,
and should be avoided if you wish to extend its lifetime. We recommend you initially practice

these manoeuvres under qualified supervision during a safety-training course.

Big ears

This method is a good safe way of descending; however care should be taken when pulling down
the outer A lines, not to pull them too far, the Vantage has a lot of load on the “A’s” especially
on the faster trim settings. A spiral may be a more efficient way to get down.

Note; we do not recommend using big-ears with power, There is a risk of stable stall and it
defeats the object.

Although the noise of the wind around your ears may indicate the airspeed improves, the
airspeed does not improve with big ears. You may use the speed bar in combination with big
ears to maintain your forward speed but increase the sink.

The glider can be steered while in big ears using weight shift alone.
When releasing the lines, the Vantage’s ears will come out on their own. Release the big ears at

least 100m above the ground. If this is not possible, keep the big ears in until you flare for
landing rather than letting them out on the approach. This is a safer method because of a
possible wind gradient close to the ground and your low airspeed/high wing loading with big
ears in.

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Spiral dive

The spiral dive should be considered an extreme manoeuvre. Practice spiralling with caution and
lesser sink rates to get a feel for the Vantage’s behaviour. We ight shift and pull the brake on
one side gradually. Let it accelerate for two turns and you will en ter the spiral div e. Once i n the
spiral, you can control your descent rate and bank angle with weight shift and the outer brake.

WARNING! A pilot who is dehydrated and/or not accustomed to spiralling can lose consciousness
in a steep spiral dive! As with all types of aircraft, we advise you to assist the glider to exit
from the spiral dive in a controlled manner. Let the glider decelerate for one or two turns by
applying outer brake and/or weight shift.

B-stall

To quickly lose altitude without straining your body with G-force you can use the B-stall. Reach
up to the B-risers just below the maillons and twist your hands while gently pulli ng. It will be
difficult at first, but become lighter the more you break the aerofoil. Once pulled, do not release
immediately. The glider needs to settle into a stable B-stall before releasing. On exiting the B­stall the Vantage has a very gentle dive without deep stall tendencies. We advise you to release
the B-stall symmetrically with both hands in a decided manner.

Steering without brakes

If a brake is not operational for some reason, you can steer the Vantage with the D-risers. Add
steering input by weight-shifting in your harness. Be careful not to steer too much with the
riser to avoid any possibility of a spin.

Aerobatics

The Vantage is not designed for aerobatics. Besides the inherent risks, extreme manoeuvres of
any kind place unnecessary stress on the glider and effectively shorten its lifespan.

All of the previously mentioned manoeuvres, and recoveries from them, are taught on SIV
courses.
Contact a local instructor or paragliding club for more Information about SIV.

Tow launch

The Vantage is suitable for towing by pilots who have the relevant towing qualification. The
Vantage has no tendencies towards deep stall/parachuting. There is sufficient margin to counter
steer the glider in a normal towing situation. Make sure you use proper equipment, experienced
personnel, the recommended techniques and all relevant safety precautions for towing.

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GOLDEN RULES!!!

* Never place your engine downwind of your wing.
* Check, check and re-check the fuel system for leaks.
* Have you enough fuel to get you there? Better too much than too little!
* Check for any loose articles that could trail or fall into the propeller while flyin g and fasten
them securely.
* If you spot a problem, no matter how small, deal with it NOW!
* Always put on and fasten your helmet before clipping in to the harness.
* Always carry out full pre-flight checks before launching.* Try to control the glider on the
ground facing forwards so as to keep t he lines ou t of the prop . You shoul d only tur n to face t he
glider to avoid falling backwards onto the motor.
* Don’t fly into danger - over wa ter, trees, power lines etc. where an engine failure will leave
you in trouble.
* Try not to fly into the turbulence of your own wake or that of others, especially at low
altitude.
* It is unwise to fly hands-off below about 100m. AGL. As an engine failure below this height
may require you to make immediate control inputs to set up a landing approach.
* Never rely on the engine: it may cut out at any moment . Always fly as if i t wil l, so fly t he wi ng
– NOT the motor
* Except for collision avoidance, making a sharp turn against the torqu e effect during steep
climbs can be dangerous: you may rapidly stall and enter a spin.
* Avoid downwind low flying: it drastically reduces your options!
* Be sensitive to mechanical problems early. A noticeable change in engine tone or a new
vibration may spell trouble.
Land and check it out.
* Make sure your navigation is up to the job.
* Remember, not everyone enjoys your engine noise.
Care must be taken when flying near livestock.

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5. Care, Maintenance and Repairs

The materials used in the Vantage have been carefully selected for maximum durability.
Nevertheless, following the guidelines below will keep your glider airworthy and will ensure a
long period of continuous safe operation. Excessive wear is caused by careless ground handling
and packing, unnecessary exposure to UV light, chemicals, heat and moisture.

Ground handling

The following should be avoided:

Violent shocks to the upper surface (e.g. when the canopy crashes to the ground leading

edge first whilst ground handling).
Dragging the glider along the ground.
Stepping on the lines or canopy. The Kevlar inside the sheath can take lots of pulling force

without stretching, but is sensitive to bending with small radius.
Opening your wing in strong winds without first untangling the lines.

UV damage

Avoid leaving the glider out in the sun unnecessarily. UV rays from the sun degrade the
materials.

Packing instructions

We advise you to pack the glider ‘accordion wise’ as shown in the diagram. This packing
procedure takes slightly longer and may require an assistant, but i t conserves the rigidity in
the profile reinforcements.

Since folding the glider weakens the materials, pack the glider as loosely as possible.

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Transport and Storage

Moisture is the worst enemy for your glider, adversely affecting the ageing of fabric, lines and
reinforcements. The Vantage should therefore be kept dry and cool. Do not pack th e glider away
for a prolonged period if it is damp, sandy, salty, or if other objects have enter ed the cells.
Always allow it to dry naturally before storage, in a cool, dry room. Leave the rucksack zip open
whenever possible to allow residual moisture to evaporate, and do not transport or store the
glider in the proximity of chemicals such as gasoline, paints or other solvents.

Cleaning

Use only lukewarm water and a soft cloth to clean your wing. Never use any abrasive materials
or detergents. Only clean the wing if it is absolutely necessary e.g. after a landing in salt water.

Inspections

The Vantage should be fully inspected by an authorized Gin agent after every 200 hours flying
time or every 2 years, whichever is sooner. A full inspection will give you peace of mind and
extend your glider's lifetime. Additional inspections should be performed by a qualified perso n
following a crash or violent landing on the leading edge, or if you note a deterioration of
performance or behaviour.

You should also check for any damage to your lines, wing, and karabiners before each flight.

Repairs

Very small holes in the wing can be repaired with the sticky back tape provided with your glider.
Ideally, damaged lines should be replaced by your GIN dealer. Before fitting a replacement line,
check it for length against its counterpart on the other side of the wing. When a line has been
replaced, always inflate the glider on flat ground to check that everything is in order before
flying.

Major repairs, such as replacing panels, should only be carried out by the distributor or the
manufacturer.

Environmentally friendly disposal

GIN paragliders are manufactured with non-toxic materials that have been assessed for their
environmental impact. When your Vantage has reached the end of its life after a number of
years, please take care to dispose of it in an environmentally friendly manner. Please check
with local authorities regarding the current regulations and disposal facilities in your area.

Act responsibly and help preserve your flying sites

Please observe all local rules at the flying sites you use. It is important not to endanger the
preservation of flying sites that are a vital necessity to the enjoyment of our beautiful sport.

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6. Reference

Testing and Certification

The Gin Gliders Vantage has been certified according to the LTF 23-05. The Vantage has also
passed load tests and shock tests with a load exceeding 8G of the maximum weight in flight.

Technical Specification Data

SIZE 22 24 27

AREA 21.87m² 24.5m² 27.0m²

FLAT

PROJECTED

CHORD

CELL NUMBER 53 53 53

GLIDER WEIGHT 5.9kg 6.2kg 6.7kg

TOTAL FLIGHT WEIGHT with ENGINE 87~125kg 95-118kg 108-134kg

SPAN 10.84m 11.47m 12.04m

A.R 5.37 5.37 5.37

AREA 18.6m² 20.85m² 22.98m²

SPAN 8.49m 8.98m 9.43m

A.R 3.87 3.87 3.87

ROOT 2.53m 2.66m 2.81m

TIP 0.50m 0.53m 0.56m

CERTIFICATION LTF 23-05 LTF 23-05 LTF 23-05

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Lineplan

ST main

26

25

10A

24

Mid A2

23

9A

9B

22

Main A3

21

Mid A1

8A

8B

20

19

7B

7A

18

17

6B

6A

16

15

14

5A

13

Main A2

12

11

10

9

8

7

6

5

4

Main A1

3

2

1

5B

4A

4B

3A

3B

2B

2A

1A

1B

BK13

ST1

ST3

ST2

ST3

10B

BK12

Mid B2

Main B3

Mid B1

bk mid6

BK11

BK10

bk mid5

BK9

bk main3

BK8

bk mid4

BK7

Main B2

BK6

bk main2

bk mid3

BK5

BK4

bk main1

bk mid2

Brake Main

BK3

BK2

Main B1

bk mid1

BK1

1C

2C

Main C1

3C

4C

5C

Main C2

6C

7C

Mid C1

8C

Mid D4

9C

Mid D5

Main C3

Mid C2

10C

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1D

1E

Mid D1

2D

Mid D2

2E

3D

3E

Main D1

Mid D3

4D

5D

Main D2

6D

7D

8D

9D

10D

Material List

Model Vantage

Top Dominico 30D/20D ME

Bottom Dominico 20D ME

Fabric of Canopy

Profile Dominico 30D FM/20D ME

Reinforcement W420

Bridle Nylon 12mm

Upper : TGL 80, 125 & 145

Suspension Line

Riser Guth & Wolf - Polyester 20mm

Maillons Stainless Steel 4.3mm

Thread HT Polyester Yarn 150D/3, 225D/3

Middle : TGL 125

Main : TGL280, TGL220

“Designing paragliders is a personal journey of challenge and discovery,
an ongoing search for perfection."

- Gin Seok Song

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Every effort has been made to ensure that the information in this manual is
correct, but please remember that it has been produced for guidance only. It
should not be used as a "how to fly" manual.
This owner's manual is subject to changes without prior notice. Please check
www.gingliders.com for the latest information regarding the Vantage and other
GIN products.

WARNING:
All gliders have to be inflated on flat ground before the first flight. The first
flight has to be done by the Gin Gliders official agent before delivery to the final
pilot.
Motor paragliding or paramotoring is an extremely dangerous activity that can
and sometimes does result in serious injury or death.
The designer, manufacturer, distributor, wholesaler and retailer cannot and will
not guarantee your safety when using this equipment or accept responsibility
for any damage, injury or death as a result of the use of this equipment.
This equipment should only be used by qualified and competent pilots or by
pilots under the direct supervision of a competent and qualified motor
paragliding instructor.
You alone must take full responsibility to ensure that you understand the
correct and safe use of this motor paragliding equipment, to use it only for the
purpose for which it is designed, and to practice all proper safety procedures
before and during use.
Paramotor gliders require careful and constant care.
Over time, age, solar radiation, dirt, dust, grease, water, wind, stress and other
variables will degrade the materials, performance and safety of the glider,
thereby increasing the risk of injury or death.
Read and make sure you fully understand the owner's manual of this paramotor
glider before you fly.
Always wear a helmet and protective clothing when flying a paramotor glider.

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Manual inspected by:

Signature: