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MAC PARA TECHNOLOGY LTD.
1. máje 823
756 61 Rožnov pod Radhoštìm
Czech Republic
Tel.: +420 571 842 235
Tel./fax: +420 571 842 332
e-mail: [email protected]
www.macpara.com
PASHA 3PASHA 3
USER MANUAL
Page 2
Contents
General ..................................................................................................................... 2
Introduction ............................................................................................................ 2
Operating limits ...................................................................................................... 3
Construction ........................................................................................................... 4
Trim ........................................................................................................................ 4
Safety equipment ................................................................................................... 4
Speed System ....................................................................................................... 5
Flying operations ................................................................................................... 6
Checklist ................................................................................................................ 6
Take-off .................................................................................................................. 6
Flight ...................................................................................................................... 7
Steering ................................................................................................................. 7
Approach and landing ............................................................................................ 7
Flight with speed system ....................................................................................... 8
Towed flight and motorized flight ........................................................................... 8
Extreme and critical flight manoeuvres ............................................................... 8
Collapse of the canopy .......................................................................................... 9
- Asymmetrical collapse ...................................................................................... 9
- Symmetrical collapse ........................................................................................ 10
- Frontal deflation ................................................................................................ 10
Stalls ...................................................................................................................... 11
- Parachutal stall steering lines ........................................................................... 11
- B-line stall ......................................................................................................... 11
- Spin (Negative spiral) ....................................................................................... 12
- Full stall ............................................................................................................. 12
Spiral drive ............................................................................................................. 13
Descent rates ......................................................................................................... 14
Maintenance and repairs ....................................................................................... 14
Material description ............................................................................................... 15
Ground plan ............................................................................................................. 16
Line plan AC ............................................................................................................. 17
Line plan BD ............................................................................................................. 18
Manual for Paraglider checks ............................................................................... 19
Components of the check ...................................................................................... 19
Checks ..................................................................................................................... 21
Test flight certificate / Technicla data .................................................................. 22
2
GENERAL
Introduction
MAC Para Technology ltd wish you many pleasant flights with your
PASHA 3
We congratulate you on your purchase of a MAC Pasha 3.
Please read this manual carefully before you start, this way you will get the most out of
your glider.
Extensive development work and numerous tests make the Pasha 3 a tandem
paraglider with maximum possible safety, excellent achievement and a lot of funpotential.
The Pasha 3 is designed for tandem pilots expecting an easy take-off and landing,
light and precise handling in thermals, stability and good performance from the
biplace paraglider.
A greater responsibility is put on the pilot by tandem flying, because another person
is participating on the flight. Therefore, please, attend to following:
Paragliding is a sport, which demands, besides the optimum equipment, a high degree
of attentiveness, good judgement, and theoretical knowledge. Paragliding can be a
dangerous sport, which may lead to injury or death. Avoid flying in strong turbulence,
strong winds and especially in thunderstorms and Foehn conditions. These could lead to
uncontrollable flight conditions and result in a crash. If you have the slightest doubt about
weather, wind or terrain, don't take off.
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 placard, 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.
If, after carefully reading through this handbook, you still have questions, telephone your
dealer; or us, and we will be glad to help.
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Warning and safety precautions
The purchaser of this product takes responsibility for all risks, associated with the
paraglider, including injury and death. Wrong usage will considerably increase these
risks. The purchaser is aware that a completed course and a pilot licence for the relevant
country is required for paragliding.
Every arbitrary change to the paraglider´s construction will evoke termination of the
airworthiness.
The PASHA 3 must not be used:
- outside the certified weight range
- during rain or snow-fall
- in high or gusty winds
- in cloud and fog
- by pilots without sufficient knowledge or experience
The Pasha 3 is a tandem paraglider. Solo flight or flight with more than two persons
are forbidden
The Pasha 3 has been developed for foot-launch, and for tandem flights.
The Pasha 3 has been tested by DHV test pilots to DHV 1-2 GH category.
Flight 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 lead to a partial or complete collapse of the canopy. Therefore never fly in such
conditions. It also has been load and shock-tested and passed with a load
corresponding to 8G of the maximum weight in flight (220 kg).
Operating limits
WARNING!! The PASHA 3 is not suitable for jumps from aircraft!
Construction
Trim
Safety equipment
The Pasha 3 construction uses a system where every second cell is attached to the lines
and V-Tapes. These V-Tapes doesn't lead to the upper surface, but they are stitched in
ca 80% of the airfoil height.
The line construction is clear from the line plan.
The glider is delivered with five risers system and tandem spreader bars. Its speed can
reach 38 - 41 km/h depending on the weight of the pilots. The brake-lines should always
be adjusted so that the first brake-lines just come under tension when the brake handles
have been pulled 5 - 10 cm.
The test results relate to this brake-line adjustment. In extreme situations other settings
may lead to the glider reacting differently. To be able at all times to react quickly enough
to possible problems; you should not let go of the brake handles during the flight (it may
be possible to hold both handles in one hand). Alter the line length to bring the handles to
a suitable height when using your harness.
An optimal outfit should be a matter of course for every paraglider pilot. Always wear
stout footwear, a helmet, and gloves. Clothing should be warm and allow sufficient
freedom of movement. A rescue-system can be life-saving in case of an irremediable
disturbance of the canopy, collapse in the air or material failure, and is therefore
imperative.
Riser A A1 B C D
Trimmers closed 39,0 cm 39,0 cm 47,0 cm 45,0 cm
Trimmers open 39,0 cm 39,0 cm 40,0 cm 41,0 cm
39,0 cm
39,0 cm
A
A1B
D
C
A
A1B
D
C
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5
Tandem spreader bar
The PASHA 3 tandem spreader-bar allows varied attachment possibilities, allowing
for the difference in heights and weights of pilot and passenger. Changing the main
attachment (karabiner - min. strength 24 kN) position can allow for weight difference:
the front position (3) for heavier passengers, the middle position (4) if their weights
are the same and the back position (5) for lighter passengers. The passenger weight
is always compared to the weight of the pilot!
Adjustment of the passenger's karabiner hang point can allow for height differences. The
pilot's attachment is on hanging point (6) (see the picture below).
The rescue system bridle must be connected to main suspension point on the spreaderbar (3, 4 or 5). It is possible to use a separator karabiner (min. strength 24 kN) for the
rescue system, clipped in to the same loop as the main karabiner. The rescue system
bridle must not be connected only to the pilot's or passenger's harness or to the
spreader-bar's hang points.
1) Passenger´s hang point.
2) Trimm.
3) Main suspension and rescue system attachment point, when passenger is heavier than the pilot.
4) Main suspension and rescue system attachment point, when passenger is the same weight as
the pilot.
5) Main suspension and rescue system attachment point, when passenger is lighter than the pilot.
6) Suspension point for the pilot.
An optimal outfit should be standard for every paraglider pilot. Always wear stout
footwear, a helmet, and gloves. Clothing should be warm and allow sufficient freedom
of movement. Check if you and your passenger are dressed properly.
An emergency rescue-system can be life-saving in case of mid air collision,
irrecoverable collapses or material failure, and is therefore imperative.
All biplace harnesses with the DHV GH approval are suitable for use on the PASHA3.
.
WARNING: The karabiners used in position 3, 4 or 5 must be karabiners designed for
tandem flight, which means the minimum strength must be 24 kN. (Recommendation
Austrialpin Powerfly, Austrialpin Delta). This holds also for the karabiner used for the
attachment of the rescue system in Position 3, 4 or 5. (Recommendation: Maillon
Rapide 6/7 mm)
Safety equipment
6
FLYING OPERATIONS
6
New glider check and before every flight check
Forward launch
A tandem glider is often used by more than one pilot, ensure that all of them know the
operating limits well and will observe these rules.
In addition to all the usual pre-flight checks, please pay particular attention to the items in
the following checklist:
1. Inspection of canopy for tears or damage, especially the seams which join the ribs to
the upper and lower surfaces, also the area of the attachment tapes and brake-line
connections.
2. Inspection of the lines for damage, including to the stitches on the connecting loops. It
is also important to check the suspension lines and brake-lines for tangles. The line
lengths must be checked after 50 hours flying time and whenever the flight behaviour of
the glider changes.
3. Inspection of the risers and maillons for faultless condition. Pay special attention to
maillons for traces of corrosion under the lines.
4. Inspection of the knotting of the steering handle to the brake-lines. The brake-lines
must run freely.
5. Inspection of the tandem spreader bar for damage.
6. Inspection of both harnesses. The harness must show no signs of wear or other
damage. You must also check the harness after a hard landing.
7. Check that the rescue-system is correctly installed and secured.
8. Inspection of the main karabiners. Inspection of attachment and security of the
karabiners.
Find a suitable take-off spot, from which you can abort the take-off at any point. After
checking the glider, following the checklist, lay it out with the cell-openings upwards so
that the canopy forms the shape of a horseshoe. In a strong wind don't spread the
canopy too far, so that there is less resistance when pulling up.
This is possible in almost all wind conditions except strong headwinds. It is essential to
stand in line with the canopy, especially when the glider has longer lines. Before take-off,
place yourself centrally at the gliders axis. Let the B C and D-risers fall into the crook of
your arm and pull the canopy dynamically up by all A-risers = (A+A1). The stronger the
headwind the less run-up you need to pull the canopy up. As soon as the glider is above
you, stop pulling on the A-risers.
Checklis
Take-off
WARNING! Remember; don't take off with a wet glider. In such conditions it will be
more difficult to launch and the glider's behaviour in extreme situations can be
different from that of a dry glider.
FLYING OPERATIONS
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Now do a visual check upwards, to see if the canopy is completely open. Otherwise, abort
the take-off. Now accelerate continuously until you lift off. In a weak headwind it is easier
to take-off if after reaching minimum flying speed you pull the brakes slightly. After the
take-off, gently release the brakes again.
To be used in moderate to strong headwinds. Please note that in a strong headwind you
may need a helper, as you could easily lose control of the canopy. If the headwind is too
strong, take some of the pressure out of the canopy by taking in one or both of the brakelines (or the D-risers).
Always fly with sufficient clearance from the terrain. The PASHA 3 glides best with open
brakes, descends best with lightly applied brakes. In turbulence fly with brakes lightly
applied to avoid canopy collapse. 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.
Turns can be initiated using the brakes in two different ways.
The pilot pulls the brake on the side to which he wishes to turn. To minimise sinking, the
brake on the outside of the curve is lightly applied.
The pilot pulls the brake on the side to which he wishes to turn and shift his weight to the
same side. Turns can also be flown with the harness alone, by shifting the weight to the
inside of the curve. This weight shift has a greater effect, the more loosely the chest-strap
is fastened. An optimal steering technique is achieved by a combination of braking and
weight shifts. It is pilot's skill to use both of these techniques specially in thermals.
A further possibility for steering is best limited to emergencies (if the brake-lines break, for
example). This entails gently pulling the front (watch out for collapse of the canopy) or on
D-riser (beware asymmetrical stall). We recommend that you do not use this form of
steering in normal flight.
WARNING!! Do not use the forward launch in very strong winds. Make sure 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.
Rear launch
Turns with brakes
Turns with brakes and weight shifting
Flight
Steering
8
Approach and landing
Towed flight
To avoid stressful situations in the approach to landing, it is important to initiate the
process at an adequate altitude. This leaves you enough time to observe and
appropriately deal with wind direction and any other aircraft in your vicinity.
The final approach should generally be made into the wind and with fully released
brakes, in order to maintain maximum energy in the glider. If the air is turbulent, it is better
to land lightly braked to minimise the possibility of the canopy collapsing. In order to land
on your feet, rather than lying on your back, you will need to lean forward in the harness
not lower than 5 m above the ground. At an adequate height (about 1-2 m above the
ground), pull both brakes fully down until the glider is sufficiently slowed.
In a light headwind pulling the brakes only lightly is enough to give a soft landing. In a
calm, or even tailwind, you must pull the brakes as abruptly as possible. This
dynamically increases the angle of attack and gives you the maximum braking effect.
.
The PASHA 3 is suitable for towed flight.
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 tendency to stall during towed
flight. Apart from this, there are no special procedures.
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This section describes flying conditions which can be deliberately 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 conditions at some point. So take a
good look at these flight manoeuvres or prepare for them by SIV (safety training over
water). Mastering these flying conditions significantly improves your active flight safety.
Sufficient height, as well as the carrying of a reserve parachute, is imperative.
Remember this is a glider with unspectacular reactions to disturbances in the air.
Whenever in doubt, let up the brakes and let the glider fly. The glider has a high internal
pressure, resistance to tucking and very high degree of passive safety. It is
recommended that at this stage you already start to practising an active flying style. The
key to active piloting is keeping the glider above your head at all times. We recommend
in principle that you hold the brake handle in your hand whenever possible, or fly with
your hands through the brake handles, to allow you to react immediately to any possible
disturbances.
This form of collapse occurs most frequently, caused by turbulence.
Pull the outermost A1-riser slowly down, until the edge of the canopy folds in. The
canopy collapses furthest if you pull both A-risers violently down. This causes up to 70 %
of the leading edge to close up, and results in the canopy going into a spiral towards the
collapsed side. If the harness is too loosely adjusted, in a more extreme collapse you will
fall in the direction of the folded-in side, thus unintentionally magnifying the canopy's
tendency to turn.
Recovery
Basically the PASHA 3 will re-open by itself from closures of up to 70% by turning of 90°.
The time this takes, and the associated loss of height, can however be noticeably
reduced by appropriate action by the pilot. Apply opposite brakes on the un-collapsed
side, the outside of the curve, to stop the turning movement of the canopy. If you react
immediately, 30% brake on the open side should suffice to hold the canopy on a straight
course.
WARNING!! All the critical flight conditions described here require thorough knowledge;
otherwise carrying them out may be very dangerous. Sufficient height above the ground
is imperative. Bear in mind that all disturbances of the canopy can increase the sink rate
by 2 - 10 m/sec, depending on the degree of disturbance. Carrying out these
manoeuvres wrongly may lead to a crash.
WARNING!! If you fly with your hands through the brake handles, you may lose valuable
time for activating the rescue system.
Collapse of the canopy
Asymmetrical collapse
Initiation
EXTREME AND CRITICAL FLIGHT MANOEUVRES
10
WARNING!! Especially in turbulence, you must first stop the canopy turning, before you
pump out the collapsed side. When the canopy is stable again, open it by pulling the
brake lines on the closed side. If it is tangled, pumping the brake line should help.
WARNING!! Take care to avoid applying too much brake when pumping out the
deflation, as this may disrupt the airflow over the canopy and lead to a stall.
WARNING!! In the case of a cravat which pumping of the brakes fails to release - apply
50% -70% brake on the open side of the canopy to stop rotation. Then pull the caught line
carefully to release it then pump out the affected side. Take care to avoid applying too
much brake when pumping out the deflation, as this may disrupt the airflow over the
canopy and lead to a stall.
NOTE!! Pasha 3 usually opens from frontal tuck by itself. If counter braking, be careful do not brake too much. You could cause glider to begin a full stall with following surge
forwards.
Symmetrical collapse - "Big-Ears"
Frontal deflation
Initiation
Whilst maintaining contact with the brakes, grip the outermost A1-risers. Work your
hands as high as possible on these A1-risers, until you have enough to be able to pull on
them without pulling second A-risers as well. Pull outer A1-risers down simultaneously.
The further you pull the A1-risers, the greater the area of canopy that will collapse (and
the greater will be the sink rate).
Recovery
As soon as you release outer A1-risers, the PASHA 3 will open slowly.(The recovery
depends on pilot's weight.) You can speed up its opening by light braking. If in extreme
cases the lines get tangled, pumping (pulling repeatedly) the brake lines should help.
If you feel strong turbulence coming, first step off the speedbar. Sometimes you may
have to pull both brakes to avoid a deflation.
Initiation
Hold the brake handles in your hands and grip all A-risers at the level of the maillons.
Now pull down far enough to make the whole leading edge fall in (the further you pull, the
more area folds in).
Recovery
As soon as you release the A-risers, the PASHA 3 opens by itself and the glider will
recover with a small surge. You can speed up this process by light braking. If the A-risers
are held too long, the canopy could fold in the middle with the wing tips going forward.
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11
Recovery
Release the riser at first rapidly but then gently. After the B-line stall on no account just let
go of the B-risers, as this can cause overloading. As soon as the risers have been
released, the PASHA 3 will usually fly normally of its own accord. Otherwise you have
two possibilities:
1. Pull the A-risers, until the canopy regains forward speed. Don't pull too far,
or a frontal tuck will develop.
2. Pull the brake lines until the canopy wants to fall backwards, and then instantly open
both brakes symmetrically. As a result the canopy will shoot forwards, thus regaining
forward speed.
So begin with option 1, and only rely on option 2 when you have enough experience with
the manoeuvre.
If you find yourself in an unintentional spin and you are high enough, you should:
1. Release the brakes immediately. The glider will stop rotating, if it does not apply
sufficient outside brake to stop rotation.
2. Gently apply the brakes to avoid a central collapse of the canopy and the possibility of
a cravat (one of the tips becoming entangled in the lines).
This is included only to expand your knowledge of how the canopies performance. Not
recommended as a descent technique.
Initiation
Take wraps until the glider is lightly braked (when the hands are right up). Now gently pull
both brake lines, until the canopy falls away behind - at this point, dynamically pull the
brakes fully down. Press your hands against your body. The glider is now over you, with
the wing tips flapping. As a result you sink rapidly with no forward movement.
WARNING!
NOTE!! In the case of a cravat which pumping of the brakes fails to release - apply 50% 70% brake on the open side of the canopy to stop rotation. Then pull the caught line
carefully to release it then pump out the affected side.
WARNING!! If you are LOW and are in an unintentional spin, or if the canopy is caught in
a cravat USE YOUR RESERVE.
Spin (negative spirals)
Full stall
Stalls
Turbulence or rapid braking can lead to a pendulum effect, and thus to changes in the
angle of attack. In extreme cases this can make the airflow break away from the upper
surface of the canopy even without the brakes being activated.
Initiation
Pull the brakes slowly down until you have no more forward speed. The canopy now
loses internal pressure and the lower surface pushes further and further up between the
suspension points. The loss of internal pressure is greater the longer the glider is held in
this situation. During the parachutal stall the canopy always remains open.
You will probably have to feel for the right brake position at first. If you apply too much
brake, the canopy falls away backwards and the glider finds itself on the brink of a full
stall. Loosen the brake lines immediately, until the canopy is once more above you. If you
hesitate too long, the canopy will surge forwards.
Recovery
As soon as you release both brakes, symmetrically, the glider will independently recover
from the parachutal stall.
Initiation
Put your hands through the brake handles and grip the B-risers at the height of the
maillons. Now pull the B-risers slowly down, until the canopy folds (parallel to its long
axis). The glider will now stabilise itself and sink rapidly, with virtually no forward speed.
Keep hold of the B-risers throughout the manoeuvre.
WARNING!! All canopies need some time after a stall (in extreme cases a couple of
seconds) before the airflow builds up again. You should therefore carry out all
manoeuvres involving stalls at an adequate height, as it will take a certain amount of time
before the glider flies with its normal sink rate.
WARNING!! In a parachutal stall, asymmetrical application of the brakes can lead to a
spin. If you must land from a parachutal stall, on no account apply the brakes very close
to the ground, as a reduction in area increases the descent rate.
Parachutal stall with steering lines
B-line stall
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Recovery
Let go fluently both brakes simultaneously until 90% of leading edge reopen, then
release brakes rapidly. The glider ends the full stall on its own without surging forward.
PASHA 3 has very effective spiral dive. This allows rapid descent without stalling.
Initiation
Weight-shift and pull the brake on one side gradually. Let the glider accelerate for two
turns and enjoy the growing speed and high G-force.
You can achieve sink rates up to 20 m/s.
Once you have entered the spiral you can control your descent rate and bank angle with
weight shift and brakes. We recommend lightly applying the outer brake to avoid
asymmetrical collapse on outer side of canopy.
Recovery
Weight-shift to a normal flying position and stop application of both brakes. The glider
stops spiral diving by itself in 360 degrees.
If you apply inner brake and decelerate the glider for two or three turns, big pendulum
effects can be avoided.
WARNING!! If the brakes are released rapidly and asymmetrically, the glider may turn
through almost 90 degrees and suffer an extensive asymmetric collapse.
WARNING!! Some gliders have a tendency to stay in the spiral when the sinkrate
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. With weight-shifting to the normal sitting
position PASHA 3 will however come out of the spiral without pilot input. Practise
spiralling with caution and lesser sinkrates 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!
Spiral dive
14
Fly as far as possible from steep rises, to give yourself space to lose height.
Sink rate approximately 2-4 m/sec
Sink rate approximately 4-6 m/sec
This allows rapid descent without stalling. Sink rate, depending on pilot, 5-15 m/sec
Sink rate approximately 5-10 m/sec
- End the stall with sufficient time for the airflow to re-establish itself.
In principle, always fly in such a way that you do not need to lose height in a hurry.
The PASHA 3 is produced from the best materials (see Material Description). The glider
must be checked as a minimum, every year or after 100 flying hours. Do not step on the
lines. Although the lines were tested with „DHV-bend test“ they can be damaged if
stepped on whilst on a hard surface, or if they come into contact with sharp objects.
If this happends contact your dealer for replacement lines. The lines must be checked
after every 50 hours flying time and whenever the flight behaviour changes. Consult your
dealer or MAC ltd. Tears in the canopy must be professionally sewn. Adhesive patches
are only adequate for very minor damage. The glider must always be kept cool and dry. If
possible it should be stored lightly folded in a well-ventilated place. Protect the glider
from dampness and sunlight. Exposure to UV degrades the fabric. A damp or wet
canopy must be air-dried in a shady place. Do not expose the glider to temperatures of
greater than 50 degrees C, as this can cause softening and shrinking of the attachment
tapes. Clean the canopy only with warm water or a dilute soap solution. Do not use
solvents.
PASHA 3 is delivered with a stuff-sack, T-shirt, MAC rucksack, speedbar and user
manual.
Happy landings
Peter Recek - Constructeur
MAC PARA TECHNOLOGY
Symetrical collapse - "big ears"
Speed system and "big ears"
Spiral dive
B-line stall
Important!
DESCENT RATES
MAINTENANCE AND REPAIR
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FABRIC OF CANOPY
LINES
BRIDLE (ATTACHMENT LINES)
RISER
THREAD
MAILLONS
NCV - PORCHER MARINE Wassoilles Rue du Ruisseau B.P. 710
38290 ST. QUENTIN FALLAVIER, FRANCE
2
Extrados - SKYTEX S9017 E77A,E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Intrados - SKYTEX S9017 E38A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Main ribs - SKYTEX S 9017 E29A - 100% nylon 6.6 , 33 Dtex, 40 g/m
2
Ribs - SKYTEX S 09017 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/m
EDELMAN+RIDDER+CO.
Achener Weg 66, D-88316 ISNY IM ALLGEAU, GERMANY
Top lines - Aramid/Polyester A-6843-080, -120, Breaking Load 80 kg,120 kg
Middle lines wing tip - Aramid/Polyester A-6843-160, Breaking Load 160 kg
Main lines A1,B1,C1 - Aramid/Polyester A-6843-240, Breaking Load 240 kg
Main lines A2,A3,B2,B3,C2,C3 - Aramid/Polyester A-6843-340, Breaking Load 340 kg
Main lines D1,D2 - Aramid/Polyester A-6843-200, Breaking Load 200 kg
Wing tip line - Aramid/Polyester A-6843-080, Breaking Load 80 kg
Top brake lines - Dynema/Polyester A-7850-100, Breaking Load 100 kg
Middle brake lines - Dynema/Polyester A-7850-130, Breaking Load 130 kg
Main brake line - Dynema/Polyester A-7850-340, Breaking Load 340 kg
STAP a.s.
407 80 VILEMOV, CZECH REPUBLIC
STAP-POLYESTERBRIDLE 13 mm, Breaking Load 95 kg
MOUKA TISNOV ltd
Koráb 133, 66601 Tišnov, Czech Republic
Polyester 367 040 025 912 25x1,5 mm Breaking Load 800 kg
AMANN SPONIT ltd
Dobronická 635, 148 25 PRAHA 4, CZECH REPUBLIC
Lines - SYNTON 60 Breaking Load 3,5 kg, Mean lines - SERABOND 60 Br. Load 7 kg
Canopy - SYNTON 40 Breaking Load 6 kg, Riser - SYNTON 30 Breaking Load 12 kg
ELAIR SERVIS
NIRO TRIANGLE 200 - Max. Load 200 kg
MATERIAL DESCRIPTION
16
GROUND PLAN
1515
2525
2626
2828
2727
1717
1818
2020
2121
2222
2323
2424
1616
2828
2727
2626
2525
1717
1818
2121
2020
1919
2424
2323
2222
1616
88
1010
1212
1313
1111
1515
1414
99
33
44
66
66
77
88
99
77
1010
1111
1212
1313
1414
55
55
44
11
22
33
22
11
1515
2525
2626
2828
2727
1717
1818
2020
2121
2222
2323
2424
1616
2828
2727
2626
2525
1717
1818
2121
2020
1919
2424
2323
2222
1616
88
1010
1212
1313
1111
1515
1414
99
33
44
66
66
77
88
99
77
1010
1111
1212
1313
1414
55
55
44
11
22
33
22
11
1919
1919
Page 10
17
LINE PLAN AC
mA3
mA1
A12
A10
A8
A6
A4
A3
A2
A1
mA2
A14
A16
A18
A20
A22
A24
A26
mC1
C2
C3
C4
C6
C8
C10
C12
C14
C16
C20
C22
C24
mC3
C26
mC2
D1
D2
D3
D4
D6
D8
D10
D12
E10
E12
stA
stB
stC
stD
mBR
C18
br1
br3
br5
br7
br9
br11
br13
br15
br17
br19
br21
br23
br25
br29
br27
br28
br26
A28
A29
A30
C27
C28
C29
C30
st0
D34
C31
C32
C33
A31
A32
A33
18
LEINENPLAN BD
LINE PLAN BD
mB1
B2
B3
B4
B6
B8
B10
B12
B14
B16
B18
B20
B22
B24
B26
mB2
mB3
D18
mD1
mD2
D14
E14
D16
E16
E18
D20
D22
E22
D24
E24
D26
E26
stA
stB
stC
stD
br1
br3
br5
br7
br9
br11
br13
br15
br17
br19
br21
br23
br25
st0
br26
B28
B29
B30
D27
D28
D29
D30
D31
D32
D33
D34
D35
D36
B31
B32
B33
E20
mBR
br29
br27
br28
Page 11
19
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.
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 points 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.
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 strengths should be as specified in accordance with the DHV requirements. One
main line should be taken from each array and have its strength checked with a tensionmeter.
Required strengths should be higher than:
- A + B main lines x measured 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 new original lines. Line lengths are taken
from the lines data page.
Components of the check
Porosity
Overall strength check
Line strength check
MANUAL FOR PARAGLIDER CHECKS
20
Line length measurement
Canopy line-attachment points check
Canopy fabric check
Lines
Connector check
Risers
Final check
Lines should be separated and each line measured under a tension of 5 kg. Measurement
is made from the line karabiner to the canopy according to the DHV method. Rib numbering
begins in the middle of canopy and leads to the wing tip.
Measured full lengths should be documented in the inspection record and are compared
with the DHV type protocol. Lengths should not differ by more than 20 mm. The opposite
sides should be checked for symmetry.
Attachment points should be checked for damage and stretching. Defects, loops and
flares should be repaired.
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.
All lines should be checked for tears, breaks any damage to the sheath or signs of wear.
Special attention should be paid to the sewing of the line loops. Damaged lines must be
replaced.
The results should be documented in the inspection record.
All line carabineers, trimmers (if used), speed systems and pulleys should be inspected for
visible damage. Open or improperly secured connectors should be secured in accordance
with the producers recommendations.
Both risers should be checked for tears, signs of wear or any damage and measured with a
pull of 5 daN strength. Measured data should be documented in the inspection record. The
difference must not be higher then 5 mm when compared to specified lengths.
The glider sticker and check sticker must be inspected for readability and correctness.
The check must be documented with date, signature and stamp on the canopy and in the
user manual.
Page 12
21
Name Company Date Signature & Stamp
CHECKS
TECHNICAL DATA
PASHA 3
Paraglider type:
Serial number:
Test flown on:
Confirmation by dealer:
TEST FLIGHT CERTIFICATE
made by
MAC PARA TECHNOLOGY
Biplace
Zoom flat [%]
Area flat [m2]
Area projected [m2]
Span flat [m]
Aspect ratio flat
Root chord [m]
Cells
Weight [kg]
Weight range [kg]*
Min. speed [km/h]
Max. speed [km/h]
Top speed [km/h] (accelerator)
Gliding ratio
Min. sink rate [m/s]
DHV 1-2
Pasha 3-38
95,5
38,51
34,47
14,35
5,35
3,35
54
8,6
120-195
22-24
36-38
41-43
8,6
1,1
* pilot equipped
Pasha 3-42
100
42,23
37,80
15,03
5,35
3,51
54
9
145-220
22-24
36-38
41-43
8,6
1,1
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