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2
Contents
GENERAL................................................................................................................... 3
OVERALL PLAN......................................................................................................... 4
TECHNICAL DESCRIPTION ...................................................................................... 5
MATERIALS................................................................................................................ 8
TECHNICAL SPECIFICATIONS................................................................................. 9
HARNESS................................................................................................................... 9
CHECK ON A NEW PARAGLIDER .......................................................................... 10
ADJUSTING BRAKE LINES ..................................................................................... 10
FLYING THE MAGUS XC2....................................................................................... 10
TOWING................................................................................................................... 14
MOTORISED FLIGHT............................................................................................... 15
EXTREME FLYING MANOEUVRES ........................................................................ 15
RAPID DESCENTS................................................................................................... 18
LOOKING AFTER YOUR PARAGLIDER.................................................................. 20
LINE PLANS ............................................................................................................. 21
Line plan Magus XC2-23 (S)..................................................................................... 22
Line plan Magus XC2-25 (M).................................................................................... 23
Line plan Magus XC2-27 (L)..................................................................................... 24
Line plan Magus XC2-30 (XL)................................................................................... 25
FULL LINE LENGTHS .............................................................................................. 26
FULL LINE LENGTHS .............................................................................................. 27
MANUAL FOR PARAGLIDER CHECKS................................................................... 28
TREATING NATURE WITH RESPECT.................................................................... 29
CHECKS................................................................................................................... 30
TEST FLIGHT CERTIFICATE................................................................................... 31
Technical data........................................................................................................... 31
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GENERAL
Dear MAC PARA pilot
We congratulate you on your purchase of a MAC PARA paraglider. Extensive
development work and numer ous tests make the Magus XC2 a very high performance
paraglider with maximum possible safety. The Magus XC2 is constructed for thermal
and cross-country flying, and will enable pilots to get maximum enjo yment. The Magus
XC2 offers very easy inflation and simple ground-handling characteristics by take off,
excellent handling in flight and easy landing. Please read this manual carefully before
you start, this way you will get the m ost out of your glider. MAC PARA wish you many
pleasant XC flights with your Magus XC2.
Please read this manual carefully and note following details:
Paragliding is a sport, which demands, besides the optimum equipment, a high degr ee
of attentiveness, good judgement, and theoretical knowledge. Paragliding can be a
dangerous sport, which may lead to injury and death. This paraglider meets at the time
of delivery requirements of the EN (Europea n Norm) 926 or LTF (German Certificat e of
Airworthiness). Any alternations to the paraglider will render its certification invali d! The
use of this paraglider is solel y at the user ’s own risk! Manufacturer and di stributor do not
accept any liability. Pilots are responsible for their own safety and their paraglider
airworthiness. The paraglider carries no warranty! The author assumes that the pilot is
in possession of a valid paragliding licence for glider’s category, insurance etc.
Before delivery, as well as during production, each paraglider goes through a strict
visual inspection, and is test-flown by your dealer. Stamps on the p lacard, together with
a completed test-flight certificate, confirm this. Check that the paraglider has been testflown before your first take-off. If it has not, consult your dealer.
Any inadequate use or misuse increases the risks cons iderably. The Magus XC2 must
not be used outside the certified weight range. The Magus XC 2 must not be use d dur ing
rain or snow-fall. The Magus XC2 must not be used in high or gust y winds. The Magus
XC2 must not be used in cloud and fog. The Magus XC2 must not be used by pilots
without sufficient knowledge or experience.
If, after carefully reading this handbook, you still have questions, suggestions or
criticism regarding this product do not hesitate to contact your dealer or us. We will be
glad to help and advice.
MAC PARA wish you many pleasant flights with your
Magus
XC2
Version 1.0 Stand 11.11.2010
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Operating limits
The Magus XC2 has been tested by certification laboratory Europ ean Para Academy to
LTF/EN-D category. The Magus XC2 is certified for solo flight. The Magus XC2 has
been load and shock-tested and passed with a load corresponding to 8G of the
maximum weight in flight 137 kg. Its flying tests have shown that the glider remains
stable and controllable over a wide range of normal and abnormal flight conditions.
Nevertheless, turbulence and gusting winds can lea d to a partial or c ompl ete colla pse of
the canopy. Therefore never fly in such conditions.
Any changes made to this paraglider invalidate the certificate of air worthiness.
OVERALL PLAN
Trailing edge
Leading edge
Brake handle
Main karabineer
Rapid links
Main lines
Riser
Main brake line
Brake line
Stabilizer line
Top surface
Bottom surface
Glider’s label on the
central main rib
Stabilizer
5
TECHNICAL DESCRIPTION
Construction of the canopy:
The canopy of the MAGUS XC2 consists of 77 cells over the wingspan. The wingtips
are slightly pulled down and this pr oduces a kind of stabiliz er. The Magus XC 2 is a thir d
rib diagonal-construction paraglider. Every third main rib is attached to the 3 or 4
suspension lines. Between these main suspension ribs, intermediate ribs are
suspended by diagonal ribs. These diagonal ribs lead to top surface of canopy. This
construction ensures a smooth top surface and precise airfoil repr oduction. The internal
reinforcements maintain the precise form of the canopy and provide stability. The cell
openings on the under-surface of the profile’s nose provide airflow into the glider.
Stretch resistant flares, integrated with diagonal ribs at the suspe nsio n points, ensure an
even distribution of load throughout the canop y. A stretch resistant M ylar reinforcem ents
combined with plastic rods on the leading edge help to keep airfoils in right shape and
this guarantees a high level of stabilit y. Large cross spots allow effective airflow inside
the canopy, providing good re-inflation without reducing the profile accuracy. The Magus
XC2 is made of the proven Nylon fabrics Porcher Sport Skytex Rip-stop 9092 E85A,
9017 E38A and 9017 E29A. Like any synthetic material, this can deteriorate through
excessive exposure to UV.
Rigging system:
The lines of the Magus XC2 are made of proven strong and stretch resistant non
covered Aramid/Kevlar non covered lines and brake lines ar e made from non covered
Dynema lines. The entire rigging system comprises indiv idual suspension lines looped
and stitched at each end. The Aramid main lines have strengths from 130 up to 230 kg.
The Aramid cascade lines have strengths from 45 kg up to 160 kg. The Dynema brake
lines have strengths from 60 kg up to 100 kg
The suspension lines are comprised of “cascaded top lines” (attached to the undersurface),”cascaded middle lines” (cascade 2 to 2 top lines together on middle main
lines), and “main lines”. Main lines lead to the “quick link” (a Maillon which conn ects
lines and risers). The “stabilizer lines” connect the upper stabilizer lines on the outer
suspension points with the quick link. The”brake lines” are not load carrying suspension
lines. They lead from the trailing edge of the canopy to the main brake lines and run
through the pulleys on the C-risers to the brake handles.
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A mark on the main brake line indicates the position of the brake handle. This
adjustment, on the one hand, allows sufficient brake to be applied during extreme flying
situations and when landing, while on the other hand, this ensures that brakes are not
permanently applied to the canopy (especially when fully accelerated). This trimming
should not be altered. For differentiation purposes the main A-lines are col oured red, the
main brake lines are orange, all remaining main lines are yellow. Also the main
suspension loop, on the bottom of the riser, is covered red. This is where the main
karabiner should be hooked in, which then in turn connects the risers to the harness.
The Magus XC2 is equipped with 4 risers per side (A, A1, B, C). The t wo central A-lines
per side are attached to the main A-risers while outermost A main lines are attached to
A1 risers. The 3 B-main lines and the stabilizer lines are attached to the B-riser. The 3
C-main lines to the C-riser. The main brake lines leads through the pulleys on the C
riser.
The line connections are made to triangular Maillons (quick links) fitted with a rubber ”oring” in the form of a ”figure eight” which prevents any slipping of the lines on the quick
link. See line plan for details.
Speed system:
The Magus XC2 is equipped with a stirrup operated speed- system, which returns
automatically to normal position when the stirrup is released. The serial risers of the
Magus XC2 do not have a lockable trimmer.
The speed system affects the A-, A1- and B- risers and changes the angle of attack. In
normal flight all risers have an overall length of 49,5 cm without quick l inks. When the
stirrup is pushed out the A-risers are shortened by up to a maximum of 17,5 cm, the A1risers are shortened by up to a max of 17,5 cm, the B-risers by up to a max. of 11,5 cm,
the C-risers retain their original length. These measurements influence the certification!
An incorrectly fitted speed system causes loss of certification!
Fitting the speed-system:
Most modern harnesses have pulleys attached for speed system fitting. In case not, it is
important to attach pulleys (sewn on tabs) in such a way that they allows the pilot to
maximize the power vector of his / her legs without ”pushing back” in the harness.
The Magus XC2 speed system, including Brummel-h ooks supplied, must be assembled
as per instructions.
The speed system cord is firmly attached (use bowline or other no nslip knot) to the foot
stirrup (webbing or alloy bar). The other end of the cord is run through a pulley on the
harness and then in an upward direction to be then firmly attached to the Br ummelhooks! The length of the cord leading to the stirrup should be adjusted so that it is easy
to put your feet into the stirrup in flight but still short enough to allow full speed system
travel. (Use of 2 stirrups in a ladder fashion can enable you to reach the full range if
your legs are not long enough.) Ensure both cords on the stirrup are of equal le ngth, to
avoid putting a turn in the glider.
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Test your speed system for the correct length of cord on the ground first (simulating
flying position), with your harness and risers, before flying with it ! The full range is
reached when the 2 pulleys join together.
Before launch, attach the paraglider’s risers to the harness with the main karabiners.
Then attach the ”Brummel-hook” on the end of each speed system cord to the Brummel
hook on the end of the cord which runs through the 2 pulleys on the A risers. Ensure
that the speed system is untangled and operates freely before fl ying!
Riser
Riser lengths Magus XC2
The lengths are measured from the main attachment point to the lower edge of rapid links.
A A1 B C
Trim-position
520 520 520 520
Accelerated
345 345 405 520
Color
marking
Loop for main
karabineer
Trimm postition
Accelerated
Brake handle
Change of the
an
g
le of attack
A A1 B C
A A1 B C
Brakeline
pulley
Magnet button
Slower
A
ccelerator
Swivel
Faster
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MATERIALS
Tissue
(PORCHER SPORT, Rue du Ruisseau B.P. 710,38290 ST. QUENTIN FALLAVIER, FRANCE)
Top Sail - Leading Edge - SKYTEX 45 E85A - 100% nylon 6.6 , 33 Dtex, 45 g/m
2
Top Sail - Trailing Edge - SKYTEX 40 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Bottom Sail - SKYTEX 40 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Main ribs, Diagonals - SKYTEX 40 E29A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Ribs - SKYTEX 40 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Reinforcement Main Ribs - Grille Polyester 200 g/m
2
Reinforcement Ribs - W382 Polyester 180 g/m2
Lines
(EDELMAN+RIDDER+CO. Achener Weg 66, D-88316 ISNY IM ALLGEAU, GERMANY)
Upper lines - Aramid A-8000-045, Breaking Load 45 kg
Upper lines - Aramid A-8000-060, Breaking Load 60 kg
Upper lines - Aramid A-8000-080, Breaking Load 80 kg
Upper lines, middle cascade C - Aramid A-8000-120, Breaking Load 120 kg
Middle cascade A,B - Aramid A-8000-160, Breaking Load 160 kg
Main lines C1 - Aramid A-8000U-130, Breaking Load 130 kg
Main lines A1,B1,C2,C3 - Aramid A-8000U-190, Breaking Load 190 kg
Main lines A2,A3,B2,B3 - Aramid A-8000-230, Breaking Load 230 kg
Wing tip line - Aramid A-8000U-070, Breaking Load 70 kg
Main brake line - Dynema/Polyester A-7850-200, Breaking Load 200 kg
Brake lines
( Rosenberger Tauwerk GmbH, Poststr. 11, D95192 Lichtenberg, GERMANY)
Upper and second cascade - Liros Dynema - DC 60, Breaking Load 60 kg
Third cascade - Liros Dynema - DC 100, Breaking Load 100 kg
Attachment straps
(STUHA a.s., DOBRUSKA, CZECH REPUBLIC)
STAP-POLYESTERBRIDLE 13 mm, Breaking Load 70 kg
Risers
(Cousin Trestec, Comines CEDEX, France)
Aramid-Polyester 3455 12 mm Breaking Load 1100 kg
Thread
(AMANN SPONIT ltd, Dobronická 635, 148 25 PRAHA 4, CZECH REPUBLIC)
Lines-SYNTON 60, Main lines-SERABOND 60, Canopy-SYNTON 40, Riser-SYNTON 20
Rapid links
(ELAIR SERVIS, CZECH REPUBLIC)
NIRO TRIANGLE 200 - Max. Load 200 kg
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TECHNICAL SPECIFICATIONS
High Performance
Magus XC2Magus XC2Magus XC2Magus XC2Magus XC2
Size 23 25 27 28 30
Zoom flat [%] 92,5 96,5 100 102,7 105,5
Area flat
[m
2
]
23,27 25,33 27,20 28,69 30,27
Area projected
[m
2
]
20,56 22,38 24,03 25,35 26,75
Span flat [m] 12,44 12,98 13,45 13,81 14,19
Span projected [m] 10,73 11,19 11,60 11,91 12,24
Aspect rati o flat - 6,65 6,65 6,65 6,65 6,65
Root cord [m] 2,34 2,44 2,53 2,60 2,67
Cells - 77 77 77 77 77
Weight [kg] 5,5 5,9 6,4 6,7 6,9
Weight range [kg] 70-87 83-100 90-110 100-120 115-135
Min.speed [km/h] 23-25 23-25 23-25 23-25 23-25
Max.speed [km/h] 37-39 37-39 37-39 37-39 37-39
Top speed (accelerator) [km/h] 55-58 55-58 55-58 55-58 55-58
Glide ratio - 10,5 10,5 10,5 10,5 10,5
Min. Sink rate [m/s] 1,05 1,05 1,05 1,05 1,05
* Pilot + approx. 17 to 20kg of equipment (including wing)
HARNESS
The Magus XC2 is certified with LT F GH type certified harn esses. Nearly all harnesses
available on the market are „GH“.
These “GH“harnesses are different to “GX“ harnesses, which have a lower attachment
point for the main karabiners and effective cross bracing. The Magus XC2 was not
tested with harnesses with an effective cross bracing system.
Any certified harness with a hang point at about chest height may be used with the
Magus XC2 (37-50cm over seat plate). The distance between left and right main
karabiners should be between 45 and 60cm, depe nding on the size of the pilot and the
type of the harness. Please note: the hang point position changes the position of the
brakes relative to the pilot’s body.
MAC PARA recomends very comfortable covered Hawaii harness for flying Magus XC2.
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CHECK ON A NEW PARAGLIDER
Before delivery, as well as during production, each paraglider goes through a strict
visual inspection. Additionally we recommend that you to check your new glider in
accordance with the following points. We recommend that you make this check after
flying extreme manoeuvres or after tree landings or similar.
• Inspection of the canopy for tears or damage, especially the seams which join the
ribs to the upper and lower surfaces, but also the area of the attachment tapes and
brake-line connections.
• Inspection of the lines for damage to the stitc hes. T he li ne le ngths m ust be checked
after 50 hours flying time and whenever the flight behaviour of the glider changes.
• Inspection of attachment tapes for damage to the stitches. It is also important to
check the attachment tapes and brake-lines for tangles.
• Inspection of the risers for faultless condition. Rapid links must be secured.
With even slight damage the glider loses its airworthiness!
ADJUSTING BRAKE LINES
The brake lines lead from the trailing edge of the canopy to the main brake lines which
then run through pulleys on the C-risers to th e brak e han dles. A mark on t h e mai n brake
line indicates the position of the brake handle. .
The glider is delivered with a standard set-up and its speed can reach 37 - 39 km/h
depending on the weight of th e pilot. The brake-lin es should always be adjusted so that
the first brake-lines just come under tensi on when the brake handles have b een pulled
5-10 cm. The test results relate to this brake-line adjustment. This adjustment, on the
one hand, allows sufficient brake to be applied during extreme flying situations and
when landing, while on the other hand, it ensures that the canopy is not permanently
braked (especially when fully accelerated). T his trim should not be altered. In extreme
situations any other settings may lead to the glider reacting differently to versions which
have been tested. .
NOTE!! If in doubt about the brake-line adjustment, it is preferable to leave them too
long, as any necessary shortening can easily be achieve d by wrapping them roun d your
hand.
FLYING THE MAGUS XC2
The following information must not under any circumstances be taken as a
manual for practising paragliding. We would like to advise you of the Magus
XC2‘s features and important information for your flying and security.
Preparing for take off:
As for any aircraft a thorough pre-flight check must be made prior to each flight on the
MagusXC2! Before every launch check lines, risers and canopy for damage! Do not
launch with even the slightest damage!
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Also check the maillons connecting the lines and the risers. They have to be closed
tight. Put on the harness with maximum care and c heck the handl e of the safet y system
and that all the flaps of the outer container are fastened securely and correctly. The
main karabiner must also be checked carefully. Replace it if an y damage is visible, or
generally after 300 flying hour s. Finally connect the r isers to your h arness with the m ain
karabiners.
Check carefully that they are properly closed. Attention! Never fly with an open main
karabiner! Do not take off if you find any damage on your equipment!
Having unpacked and laid out the paraglider in a slight horseshoe pattern the follo wing
checks must be made:
Checklist:
Preparing the wing:
• canopy without any damage
• risers without damage
• maillons (quick links) closed tight
• stitching of the main lines near the risers is o.k.
• all main lines run free from the riser to the canopy, brake lines are free
Putting on the harness:
• rescue handle and deployment pins secure
• buckles (leg- ,front riser) closed
• main karabiners
Before takeoff:
• speed-system mounted and connected properly
• risers not twisted
• brake handle in hands, brake lines free
• pilot‘s position relative to the wing (centred: all lines same tension)
• wind direction
• obstacles on the ground
• free airspace
When laying out the glider, the wind direction should be observed. The canopy should
be deployed into the wind so both halves of it are loaded symmetrically. The paraglider
should be arranged in a semicircle against t he wind. This ensures that the A-lines in the
centre section of the canopy will tension before the ones at the wing tips. Thus the
canopy inflates evenly and an easy la unch in the desired direction is guaranteed.
All lines and risers should be carefully untangled an d arranged in a way that they do not
catch on anything. It is equally important to untangle the brake lines so that they are
clear and can not catch on any thing duri ng launch. The brake lines should run freely
through the pulleys to the trailing edge of the canopy.
Make sure the risers are not twisted; this can prevent the brake lines from running freel y
through their pulleys. It is often impossible to untangle lines during flight.
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It is important that no lines are looped around the canopy. Also called a “line-over”, this
may have disastrous consequences during take off. Finally connect the risers with your
harness by using the main karabiners. Check carefully that they are closed properly.
Launch
The Magus XC2 is very easy to launch. This is possible in almost all wind conditions
except strong headwinds. Before take off recheck the canopy, the direction of the wind
and the air space around you! When the pilot is ready to take off he/she holds all Arisers and the brake handles in each hand. To facilitate differentiation between the
risers, the A-lines, including the sleeves on the A-risers, are coloured red. Before takeoff, place yourself centrally at the gliders axis. Let the B- and C-risers fall into the crook
of your arm and hold the A risers with arms outstretched behind you. Pu ll up the ca nopy
dynamically using the A-risers. (The stronger the headwind the less run-up you need to
pull the canopy up). After the initial effort of inflation, keep applying forward pressure on
the A-risers (pushing them forward, not pulling down) until the pressure on the A risers
eases. The canopy should now be directly over the pil ot’s head. As soon as the glid er is
above you, stop pulling on the A-risers. A good progressive run ensures your Magus
XC2 will inflate and come up equally and quickly. Should the canopy surge forward,
control it by braking gently. Now do a visual check upwards, to ensure the canopy is
completely open (otherwise, abort the take-off). Only then is the final decision to
continue the launch taken! If anything is not completely safe the launch should be
aborted!
Now accelerate continuously until you lift off. It is easier to take-off in a light headwind if
after reaching minimum flying speed you apply the brakes slightly. After the take-off,
gently release the brakes again.
The paraglider should be braked gently to stabilize the glider and possibly correct for
drift. Moving the pilot’s body to the centre of the glider is the best method of correction, if
there is sufficient room.
WARNING!! Do not use the forward launch in very strong winds. Make s ure you don't
pull the risers too much towards yourself or downwards as this can result in a frontal
collapse, or in an asymmetric take-off
The Magus XC2 is easy to reverse launch. When doing a reverse launch or when
launching in strong winds the paraglider can possibly sur ge forward more quickly or lift
off sooner than desired. To avoid this, walk uphill following the canopy during inflation.
As this launch technique can be difficult and turning the wrong way can result in the pi lot
taking off with twisted risers. It is recommended to practice the reverse launch on a
training hill or slight slope first. When deflatin g the canopy in strong winds, or aborting a
launch, use the C- risers, not the brakes. Using the brakes in strong wind will cause
more lift, lifting the pilot up and dragging him/her much further back.
If you let the brake handles go out of your hands during take-off, take care that the
brake line is not twisted around the brake pulley!
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Flight
The glider is delivered with a standard set-up and its speed can reach 37 - 39 km/h
depending on the weight of the pilot. Always fly with sufficient clearance from the terrain.
The Magus XC2 glides best with open brakes, descends best with lightly applied
brakes. In turbulence fly with brakes lightl y a pplied (1 0-15 c m) to av oi d canop y colla pse.
If the canopy pendulums forward, this should be corrected by prompt braking. A
pendulum movement of the canopy backwards is corrected by loosening the brakes in
good time.
In a calm air the Magus XC2 can reach its minimum speed (depending on the wing
loading) by application of 50 cm up to 55 cm of the brake range.
Accelerated Flight:
When flying with the speed system applied the angle of attack is lower and the canop y
can collapse more easily than in normal (trim) flight. The faster the canop y is flown the
more dynamic the collapses and stalls will be and the more skill will be required for
quick recoveries. Therefore do not use speed system in turbulent conditions, close to
the ground or near other airspace users. Always fly with sufficient clearance from the
terrain and always keep the brake handles in your hands!
To use the speed system, simply place yo ur feet on the stirrup and push forward in a
horizontal plane. If a loss of back pressure of the stirrup o n your l egs is noticed, th is is a
warning that the canopy is probably about to collapse. Rel ease the stirrup and thus the
speed system immediately. With this feeling you may actually prevent most collapses
from happening while using the speed system. If a collapse should still occur, release
the speed system immediately and correct the collapse as described below.
Attention: Do not apply brakes when fully accelerated! Braking increases lift near the
trailing edge. The main lift point moves backwards. Due to this the wing can loose
stability for a short time.!
Steering - turns:
The Magus XC2 is a very respons ive paragli der and reacts very directly and instantl y to
any steering input. Weight shift input quickens turns and ensures minimal height loss.
Any weight shift has a greater effect the more loosely the chest-strap is fastened. A
combined technique of weight shift and pulling on the inside brake line is the most
efficient turning method, whereby the radius of the turn is determined by the amount of
inside brake pulled and weight shift. A stalling wing tip announces itself by a gentle
surge backwards of the wingtip. If this occurs you will need to release the brakes
immediately.
In case it is impossible to control the Magus XC2 with the brake lines the C-risers ma y
be used to steer and land the canopy. Attention! Pulling brake to o fast or too hard can
result in the canopy entering a negative spin.
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Active Flying (Thermaling and Soaring):
In turbulent conditions the glider should be flown actively with brakes lightly applied to
avoid canopy collapse. This im proves stability by increasing the angle of attack of the
canopy. The canopy should not rock back or surge forward much but should remain
above the pilot. In turbulent flight, if the canopy pendulums forward, this should be
corrected by prompt braking. A pendulum movement of the canopy backwards is
corrected by releasing the brakes in good time. This is part of basic active flying.
Approach and Landing:
To avoid excessively demanding situ ations on the appr oach to landing, it is importa nt to
initiate the process at an adequate altitude. This leaves you eno ugh time to observe and
appropriately deal with wind direction and any other aircraft in your vicinity.
The Magus XC2 is easy to land. The final l eg of the landing approach must be into the
wind. During this final glide the paraglider should be decelerated slowly and at
approximately one meter above the ground, according to conditions, the pilot should
flare the canopy. The glider may climb again, gaining h eight, if too much brake is used
too early. Strong wind landings require correspondingly less brake. Do not apply full
brake before the pilot is safely on the ground. The final glide during the landing
approach should be straight and not marked by steep or alternating turns as these can
result in a dangerous pendulum effect near the ground.
Attention! Do not allow the canopy to fall onto the leading edge with energ y. T his can
destroy the material and affects the life of the ribs at the leading edge!
TOWING
The Magus XC2 is certified for towing. The Magus XC2 has no out of the ordinary
towing characteristics, although a relatively low angle of attack and thus low tow tension
should be maintained during launch and the initia l part of the tow. The Magus XC2 ha s
no tendencies towards deep stall/parachuting. Therefore we allow tow- launched flights
with a similar technique to that described above. There is sufficient margin to countersteer the glider in a normal towing situation. Make sure you use proper equipment,
experienced personnel and all relevant safety precautions for towing.
WARNING!! Please always ensure that the brake lines are adjusted to the lengths
recommended here. Setting them shorter could lead to a tendenc y to stall during towed
flight. Apart from this, there are no special procedures.
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MOTORISED FLIGHT
Note!! Although, motorized flight can be a great success due to the gliders very easy
take-off characteristics, stability and good handling, al ways use a certified combination
of engine - harness and glider. If in doubt check with your federation. Contact the
manufacturer or importer for the current legality of motorized flight.
WARNING!! The Magus XC2 is not suitable for jumps from aircraft.
WARNING!! The Magus XC2 is not designed to be used for aerobatics.
EXTREME FLYING MANOEUVRES
This section describes flying conditions whic h can be deliberatel y induced, or which can
develop unintentionally due to turbulence or pilot error. Any pilot who flies through
turbulence is sure to be faced with these special flight co nditions at some point. So take
a good look at these flight manoeuvres or prepare for them by SIV (safet y training over
water). Mastering these flying conditions sig nificantly improves your active flight safet y.
Sufficient height, as well as carrying a reserve parachute, is imperativ e.
WARNING!! All the critical flight conditions described here require a thorough
knowledge; otherwise carrying them out may be very dangerous. Sufficient height above
the ground is imperative. Bear in m ind that all deformations of the canop y can increase
the sink rate by 2 - 10 m/sec, depending on the degree of deformation. Carrying out
these manoeuvres wrongly may lead to a crash.
Remember this is a glider with unspectacular reactions to disturbances in the air.
Whenever in doubt, raise the brakes and l et the glider fly. The glider has a high i nternal
pressure, resistance to tucking and very high degree of passive safety. It is
recommended that at this stage you alrea dy practise an active flying style. The ke y to
active piloting is keeping the glider above your head at all times. We recommend in
principle that you hold the brak e handle in your hand whenev er possible, or fly with your
hands through the brake handles, to allow you to react immediately to any possible
disturbances.
WARNING!! If you fly with your ha nds through the brake handles, you may lose valuable
time in activating the rescue system.
Asymmetric collapse:
A negative angle of attack can cause all or part of the leading-edge of the Magus XC2 to
collapse (e.g. in turbulent air). Basically the Magus XC2 will re-op en s pontane ously from
closures of up to 70% with a change of direction of up to 360°. The time this takes, and
the associated height loss, can however be noticeably re duced by appropr iate action by
the pilot. Apply opposite br ake on the inflat ed side, the outside of the curv e, to stop the
turning movement of the canopy. This should be accompanied by appropriate weightshift. If you react immediately, 30% brake on the open side should suffice to hold the
16
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canopy on a straight course. In the event of a big collapse, this braking should be
applied very carefully to avoid stalling the re maining inflated wing. The pilot’s correction
for direction can be aided by a pumpin g out the deflatio n; a slow, long pumping action of
the brake of the deflated side of the wing helps the canopy to re-inflate. If the glider
does not self recover and the pilot does not correct the canopy can enter a stable spiral
dive!
“Cravat” / Line-over:
In the event of some lines becoming tangled during flight (caused by whatever), the
following action is recommended: The pilot stabilizes the glider by gently applying the
brakes. Please be aware that in this condition the brake pre ssure can be h igher and th e
brake travel shorter.
Without pilot input a line-over will result in a stable spiral dive.
Here are the various options to untangle a line-over:
• pumping the collapsed side.
• pulling the stabilizer line or lines causing the prob lem.
• should both measures fail, it may be possible to untang le the line-over by inducing
a full stall. This manoeuvre, however, should only be carried out b y advanced pilot s
with experience in extreme flight situations and with sufficient altitude available.
Attention! If these manoeuvres fail or if in any doubt, the pilot shoul d instantly use their
emergency parachute system!
Front Tuck:
A front tuck can be induced by strongly pulling the A-risers or by sudden, heavy
turbulence. The entire leading edge spontaneously collapses. Gentle braking on both
sides will reduce the lateral pendulum motions and simultaneously accelerate reinflation. The Magus XC2 generally self recovers from an initiated front tuck. When
having a very large front tuck, a frontal rosette can happen (t he wingtips move forwards:
shaping a horseshoe). Gentle braking can avoid this deformation.
A quick recognition of the situation and a quick reaction by braking on both sides as
long as the collapsed wing is beh ind the pilot helps the recovery and limit s the altitude
loss.
Parachutal stall (deep stall):
In a parachutal stall the paraglider has no forward momentum combined with a high
descent rate. A parachutal stall can be caused by, among other reas ons, a too slow exit
from a B-line stall or severe turbulence. Porous can opies (UV influ ence) or canopies out
of trim (stretched or shrunken lines) are muc h mor e susc eptible to a parac hutal stall a nd
therefore should not be flown. These are some of the reasons regular checks should be
carried out on your glider. A wet canopy or temperatures below zero centigrade (0°C)
may also cause a stable parachutal stall. The Magus XC2 will usually spontaneously
17
recover from a parachutal stall within 2-3 seconds. If the canopy rem ai ns in a par achut al
stall, it is sufficient to gently push both A risers forward or to push the accelerator.
(&(
Attention! If brakes are applied while in a parachutal stall, the glider may sudd enly enter
a full stall!
If a parachutal stall occurs on landing approach, the pilot should prepare for a hard
landing and make a parachute roll land ing. In close proximity to the ground, due to the
forward surging pendulum effect, a recovery may be more dangerous than a hard
landing in parachutal stall.
Full-stall:
To induce a full stall, apply ful l brake on both sides. The glid er slows down steadil y until
it stalls completely. The canopy suddenly surges backwards a long way. In spite of this
uncomfortable reaction of the canopy, both brake lines must be consequently held do wn
with all your strength until the canopy is stabi lized ( directl y o verhe ad). T his usua lly takes
3-6 seconds. The Magus XC2 generally flies backwards during a full stall but doesn’t
always form a front rosette. A frontal rosette can be formed by entering the full stall
slowly. When entering (braking) fast, the canop y will not always form the desired front
rosette. Attention! Always apply both brakes evenly!
To recover from a full stall, Smoothly release both brakes simultaneous ly until 90% of
leading edge reopens, then release brakes rapi dly. The glider ends the full stall on its
own without surging forward.
WARNING!! If the brakes are rele ased rapidly and asymme trically, the glider ma y surge
almost 90° and suffer an extensive asymmetric collapse.
The danger of overcorrecting and overreacting exists during all extreme flight
manoeuvres. Thus, any corrective action must be gentle and steady and done with feel!
Spin (or negative spin):
Pulling brake on one side too fast or too hard can result in a negative spin. During a spin
the canopy turns relatively fast around the centre section of the canopy while the inner
wing flies backwards (hence the term negative).
There are two usual reasons for an unintentional spin:
• One brake line is being pulled down too far and too fast (e.g. when inducing a spiral
dive)
• When flying at low speed one side is being braked too hard (e.g. when thermaling).
To recover from an unintentional spin, the pulle d down brake line should be immediately
released as soon as a spin is suspected. The canopy will accelerate and return to its
normal straight and stable flying position, without losing too much height. If the spin is
allowed to develop for some time, the glider surges a long way for ward on one side and
a dynamic asymmetric collapse or a line-over can occur. Gently apply the brakes to
avoid side or central collapse of the c anopy and the possibility of a cravat (one of the
tips becoming entangled in the lines). See part collapses.
18
WARNING!! If you are LOW and are in an unintentional spin, or if the canopy is c aught
in a cravat USE YOUR RESERVE.
(&(
Wingover:
To induce a wingover the pilot flies consecutive alternating turns to gradually steepen
the angle of bank. During wingovers with a high bank angle, the outsid e wing begins to
unload. Further increase of the angle of bank must be avoided, because any poss ible
resulting collapse may be quite dynamic!
WARNING! Full-stall, spin and wingover (over 90 degree angle of bank) are
prohibited aerobatic manoeuvres and may not be performed during normal flying.
Incorrect recovery procedures or overreacting of the pilot may have dangerous
consequences! Attention! The Magus XC2 is not designed to be used for
aerobatics.
Alternative (emergency) steering:
If for some reason it becomes impossible to control the Magus XC2 with the brake lines
the C-risers may be used to steer and land the canopy. Attention! Of course the range
is much shorter (5-10 cm) then with the brakes. It is also possible to co ntrol the directi on
of the flight by pulling on a stabilizer line or by weight-shifting.
RAPID DESCENTS
Spiral dive:
A spiral dive is the fastest way to lose altitude, however, the very hi gh G-forces make it
difficult to sustain a spiral dive for long and it can place high loads on the pilot and
glider. By tensing ones abdominal muscl es and a higher body tensio n you can to some
extent resist the high G-forces. Don’t forget proper breathing! As soon as any, even
slight, light dizziness or impaired vision is noticed the spiral should be exited
immediately.
The Magus XC2 has a very effective spiral dive. This allows rapid descent without
stalling. To enter a spiral dive the pilot should weight-shift on one side while slowly
pulling the brake gradually o n the same side as weight-shifting. During a spiral dive the
angle of bank can be controlled by increasing or reduc ing the amount of inside brake.
When spiral diving the Magus XC2 it is recommended that the outside brake is lightly
applied. This helps stabilize the wing and enables an easier and safer exit from the
spiral. To exit, release the inside brake slowly. The Magus XC2 di d not sh o w a tendenc y
to remain in a stable spiral by sink rates up t p 10 m/s durin g testing. At h igh s ink s peeds
or if the pilot keeps his weight on the inside, the wing can stay in a continued deep spiral
and has to be actively exited. This is done b y weight shifting to the outside and gentler
braking of the outside wing.
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WARNING!! Nearly all gliders will have a tend ency to stay in the spiral if the sink-rate
exceeds around 15-m/s, depending on weight -shifting, wing loading and G-force. In fact
most gliders need a counter-input to end a turn.
(&(
Attention! Due to energy retention, the glider will climb a lot after a deep spiral-dive
release. If you apply inner brake and decelerate the glider for two or three turns, big
pendulum effects can be avoided.
WARNING!! Practise spiralling with caution and lower sink-rates to get a feel for the
gliders behaviour. A pilot who is dehydrated or not accustomed to spiralling can lose
consciousness in a steep spiral dive!
Big ears:
When in big-ears, the horizontal speed is higher than the sink rate, unlike a spiral dive
or a B-line stall. This rapid descent techni que is used to quickly and horizontally exit a
dangerous area in the desired direction. In order to collapse the outside wing, pull the
outside A-lines.
When the pilot holds the outside A1-risers on both sides and pulls them down, the
Magus XC2 easily tucks the outside wings and enters a stable descent mode. T he pilot
keeps hold of the brake handles along with the outside A1-risers in his hands. By
braking on one side and weight-shifting, the canopy remains steerable. In order to
increase the sink rate as well as the horizontal speed, this manoeuvre should be do ne
together with use of the speed system. Apply the speed system after big ears are
induced (step into the speed-bar before you grab the outer A1-risers). Big-ears
substantially reduces the risk of canopy stabilit y problems in turbulent air. To exit Bigears release the A1-risers. The canopy does very slowly self-recover. To quicken the
recovery, the pilot can dynamicaly pull down and immediately releas e the brakes of the
glider.
WARNING! Never do big-ears in spirals, as this may drastically reduce the number of
lines taking the already high loads, causing structural failure.
Attention! All rapid descent techniques should first be practised in calm air and with
sufficient height so the pilot can use them in emergency situations! By far the best
technique is to fly correctly and safely, so you never have to descend rapidly!
B-line stalls:
To induce a B-line stall symmetrically pu ll down slo wly on both B-risers, u ntil the ca nopy
folds (parallel to its long axis). The airflo w over the top surface is almost fully detached
and the canopy enters a vertical descent flight mode without forward movement. Further
pulling of the B-risers reduces the surface area m ore and i ncreases the sink rate. (Up to
8 m/s) Be careful, pulling too far or too rapidly may cause a frontal horseshoe to form.
To exit from this flight mode release the B-risers at first rapidly but then gently (1 sec).
The canopy surges forward re-attaching the airflow over the top surface and resumes
normal flight. When the B-risers are released, the brakes shou ld not be activated. This
will give the canopy the chan ce to gain speed and res ume normal flight. On exit from a
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B-line stall on no account just release the B-risers, as this can cause overloading. If
canopy does not recover apply both brakes gently to recover or pull the A-risers, until
the canopy regains forward speed.
(&(
Summary:
For all extreme manoeuvres and rapid descents please note:
• first practise manoeuvres with an instructor during safety training!
• before inducing any manoeuvre the pilot must check that there are no other
airspace users below him!
• during the manoeuvre the pilot must have the canopy within his view!
LOOKING AFTER YOUR PARAGLIDER
Looking after your canopy correctly will prolong the life of your paraglider.
Deterioration: a few tips!
• The canopy is mainly made of NYLON, cloth which, like any synthetic material, deteriorates
through excessive exposure to UV. Hence, it is recommended that you reduce UV exposure
to a minimum by keeping the paraglider packed away when not in use. Even when packed in
the bag do not leave it in the sun.
• Keep the canop y and lines clean as dirt may penetrate into the fibre and dam age the lines or
the cloth.
• Ensure that the lines are not folded tightly. It’s extremely important to avoid any sharp bending
of the lines, especially the main lines. Pay careful attention to the lines to avoid damaging
them. Any over stretching of lines apart from the strain imposed during normal flight, should
be avoided as over stretching is irreversible.
• Be careful, not to allow snow, sand or stones to enter inside the canopy’s cells: the weight can
change the angle of attack, or even stall the glider; additionally the sharp edges can destroy
the cloth!
• Check line lengths after tree or water landings. They can stretch or shrink lines.
• Never drag the wing over rough ground! This will damage the cloth on the wear points. When
preparing the wing on a takeoff with rough ground, don’t pull the wing over it (i.e. by pulling the
brakes). Please try to pack the wing on soft ground.
• Uncontrolled strong wind takeoffs or landings can result in the leading edge of the canopy
hitting the ground at high speed which may cause rips in the profile and damage the rib
material.
• We advise you to fold the glider “accordion wise”, rib to rib. This packing procedure takes
slightly longer and is easier to do with an assistant, but it guarantees the rigidity of the plastic
profile reinforcements. This is very important for the performance of your glider!
• Prevent lines from catching on anything as they may be over stretched. Do not st ep onto the
lines. Although the lines were tested with a bending test they can be damaged if stepped on
whilst on a hard surface, or if they come into contact with sharp objects.
• Do not always fold the canopy symmetrically to the centre cell as this can cause constant
stress on the centre cell (centre cell always to the outside).
• Clean the paraglider with fresh water after contact with salt water. Salt water crystal can
reduce line strength, even after rinsing in fresh water. Replace lines immediately after contact
with salt water. Also check canopy material after water landings, as waves can place uneven
forces and cause cloth to distort in specific areas. Always remove gliders from the water by
21
holding only the trailing edge. Clean the paraglider with water and a soft sponge. Do not use
any chemicals or spirits for cleaning, as these can permanently damage the cloth
(&(
Storage:
• Store the paraglider in a dry space at ambient temperature away from chemicals
and UV light.
• Never pack or store the glider wet. This shortens the life of the cloth Always dry
glider thoroughly before any packing or storage.
• During transport it has to be considered, that some materials of the paraglider are
temperature sensitive. Avoid subjecting your wing to high temperatures (e.g. the
luggage space of a parked car in the sun)!
• When sending your wing as a parcel, take extra care with packing.
Repairs and checks:
• Tears in the canopy must be professionally sewn. Adhesive patches are only
adequate for very minor damage.
• Repairs should only be carried out by the manufacturer, distributor or authorized
workshops. Only original spare parts may be used!
• The lines m ust be checked after every 50 hours flying time and whenev er the flight
behaviour changes
• Any changes to the canopy lines or risers, except those approved by the
manufacturer, will void the certificate of airworthiness.
• T he Magus XC2 must be checked as a minimum, after t wo years or after 100 flying
hours by the manufacturer or authorized workshops.
Disposal:
• The synthetic materials used in a paraglider need professional disposal. Please
send disused canopies back to us: we will dismantle and dispose of it.
In Conclusion:
The Magus XC2 is a modern paraglider. You will enjoy many safe years of flying with
your Magus XC2 if you look after it correctly and adopt a mature and responsible
approach to the demands and dangers flying can pose. It must be clearly understood
that all air sports are potentially dangerous and that your safet y is ultimately dependent
upon you. We strongly urge you to fly safely. This includes your choice of flying
conditions as well as safety margins d uring flying manoeuvres. We recommend once
more that you only fly with a certified harness, reserve parachute, and helmet. Also the
certification placard must be present on the glider. Every pilot should be suitably
qualified, have a valid license and 3rd part y in sura nce. T he Magus XC2 is deliv ere d with
a stuff-sack, Velcro compression strap, MAC PARA backpack, repair kit and user
manual.
LINE PLANS
Line descriptions:
The following printed line plans show the line configurations and line lengths.
22
Line plan Magus XC2-23 (S)
23
Line plan Magus XC2-25 (M)
24
Line plan Magus XC2-27 (L)
25
Line plan Magus XC2-30 (XL)
26
FULL LINE LENGTHS
Full line lengths Magus XC2-23 (S)
All lengths are measured from the loop of the main line up to the attachment point
on the canopy. Brake lines are measured from the main brake line up to the
trailing edge.
Center A B C D E Brakes
1 7995 7909 8049 8209 8463
2 7907 7823 7956 8108 8184
3 7909 7822 7957 8073 8016
4 7921 7833 7943 8103 7941
5 7834 7748 7848 7993 7764
6 7770 7685 7784 7906 7639
7 7771 7687 7767 7869 7579
8 7805 7725 7796 7885 7603
9 7633 7561 7626 7473
10 7490 7435 7475 7387
11 7438 7390 7425 7404
12 7365 7318 7346 7355
13 7349 7312 7302 7335
14 7107 7030 7015 7027 7075 7335
15 7335
16 7368
Full line lengths Magus XC2-25 (M)
All lengths are measured from the loop of the main line up to the attachment point
on the canopy. Brake lines are measured from the main brake line up to the
trailing edge.
Center A B C D E Brakes
1 8316 8230 8367 8536 8814
2 8226 8137 8275 8424 8529
3 8225 8136 8271 8396 8350
4 8235 8147 8254 8424 8275
5 8145 8057 8157 8309 8091
6 8081 7993 8092 8221 7959
7 8076 7990 8070 8177 7903
8 8117 8037 8104 8199 7919
9 7933 7861 7924 7787
10 7785 7726 7779 7700
11 7732 7684 7720 7719
12 7660 7605 7640 7665
13 7641 7594 7595 7646
14 7393 7312 7299 7310 7359 7646
15 7646
16 7685
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FULL LINE LENGTHS
Full line lengths Magus XC2-27 (L)
All lengths are measured from the loop of the main line up to the attachment point
on the canopy. Brake lines are measured from the main brake line up to the
trailing edge.
Center A B C D E Brakes
1 8598 8513 8654 8827 9137
2 8503 8415 8559 8715 8846
3 8502 8414 8554 8680 8665
4 8516 8426 8533 8710 8584
5 8422 8337 8435 8593 8397
6 8351 8266 8370 8501 8264
7 8353 8263 8349 8459 8200
8 8395 8306 8381 8479 8218
9 8196 8124 8193 8085
10 8043 7985 8033 7994
11 7987 7944 7974 8007
12 7911 7861 7892 7955
13 7897 7848 7844 7936
14 7642 7561 7542 7561 7607 7935
15 7933
16 7971
Full line lengths Magus XC2-30 (XL)
All lengths are measured from the loop of the main line up to the attachment point
on the canopy. Brake lines are measured from the main brake line up to the
trailing edge.
Center A B C D E Brakes
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
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MANUAL FOR PARAGLIDER CHECKS
Check-intervals
All paragliders used in flight must be checked at least every 24 months. For paragliders
used by paragliding schools the period is 12 months.
Personnel authorised to carry out checks
A valid flying license and training course by National association are the basis for
permission to carry out paraglider checks
Identification of glider
An identity sticker with details of certification and serial number is attached to the glider.
Components of the check
Porosity
The porosity should be checked with a porosity meter (JDC). Compare the resultant
data with the producer's manual.
Porosity measures should be taken on at least three point s of both the top and bottom
surface. The first point should be placed 20-30 cm from leading edge in the middle of
canopy. Second and third points are placed left and right from first measure point at
25% of the span. One additional measurement should be made on the top surface of
the wing tip.
The identified time should be higher than 30 second (JDC). In the event of the result
being less than 30 seconds, the result of the check is a fail.
Overall strength check
The check of canopy strength should be made with a Bettsometer (B.M.A.A approved
Patent No. GB 2270768 Clive Betts Sales). On the top and bottom surfaces make small
holes with a needle at the Aline attachment points. The exact verification should be
made in accordance with the Bettsometer user manual.
Line strength check
Line strengths should be as specified in accordance with the certification requirements.
One main line should be taken from each array and have its strength checked with a
tension-meter.
Required strengths should be higher than:
• A + B main lines x measur ed value > 8 x maximum take-off weight and higher
then 800 kg for the A + B arrays.
• C + D mean lines x measured value > 6 x maximum take-off weight and higher
then 600 kg for the A + B arrays.
Replacements for damaged lines must be with ne w original lines. Lin e lengt hs are taken
from the lines data page.
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Line length measurement
Lines should be separated and each line measured under a tension of 5 kg.
Measurement is made from the line karabiner to the canopy accordin g to the method of
certification. Rib numbering begins in the middle of canopy and leads to the wing tip.
Measured full lengths should be documente d in the ins pection rec ord and are compared
with certified full line lengths protocol. Lengths sh ould not differ by more than 10 mm.
The opposite sides should be checked for symmetry.
Canopy line-attachment points check
Attachment points should be checked for damage and stretching. Defects, loops and
flares should be repaired.
Canopy fabric check
Ribs, diagonal ribs, top and bottom surface should be checked. Any damage to sewing
or tears to the fabric, which could influence flying characteristics must be repaired.
Lines
All lines should be checked for tears, breaks any damage to the sheath or signs of wear.
Special attention should be paid to the se wing of the li ne loops. Dama ged lines must be
replaced.
The results should be documented in the inspection record.
Connector check
All line carabineers, trimmers (if used), speed systems and pulleys shoul d be inspected
for visible damage. Open or improperly secured connectors should be secured in
accordance with the producers recommendations.
Risers
Both risers should be checked for tears, signs of wear or any damage and measured
with a pull of 5 daN strength. Measured dat a should be documented in the inspection
record. The difference must not be higher then 5 mm when compared to specified
lengths.
Final check
The glider sticker and check sticker must be inspected f or readability and correctness.
The check must be documented with date, signature and stamp on the canopy and in
the user manual.
TREATING NATURE WITH RESPECT
Finally the call to practise our sport with respect for nature and wildlife! Don't walk outside marked
routes, don't leave any waste, don't make needless noise and respect the sensitive biological
balance in the mountain eco system: especially in the take off area!
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CHECKS
Name Company Date Signature & Stamp
31
TEST FLIGHT CERTIFICATE
Paraglider type:
MAGUS
XC2
–
Serial number: ________________________________
Test flown on: ________________________________
by
MAC PARA TECHNOLOGY
Confirmation by dealer: ________________________________
Technical data
High Performance
Magus XC2 Magus XC2 Magu s XC2 Magus XC2 Magus XC2
Size 23 25 27 28 30
Zoom flat [%] 92,5 96,5 100 102,7 105,5
Area flat
[m
2
]
23,27 25,33 27,20 28,69 30,27
Area projected
[m
2
]
20,56 22,38 24,03 25,35 26,75
Span flat [m] 12,44 12,98 13,45 13,81 14,19
Span projected [m] 10,73 11,19 11,60 11,91 12,24
Aspect ratio flat - 6,65 6,65 6,65 6,65 6,65
Root cord [m] 2,34 2,44 2,53 2,60 2,67
Cells - 77 77 77 77 77
Weight [kg] 5,5 5,9 6,4 6,7 6,9
Weight range [kg] 70-87 83-100 90-110 100-120 115-135
Min.speed [km/h] 23-25 23-25 23-25 23-25 23-25
Max.speed [km/h] 37-39 37-39 37-39 37-39 37-39
Top speed (accelerator) [km/h] 55-58 55-58 55-58 55-58 55-58
Glide ratio - 10,5 10,5 10,5 10,5 10,5
Min. Sink rate [m/s] 1,05 1,05 1,05 1,05 1,05
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