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ION LIGHT
User Manual
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Nova ION LIGHT, IBEX 2 User Manual

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Version 1.0
08/2010
NOVA ....................................................................................... 6
The ION LIGHT ..................................................................... 7
Short technical description ......................................................... 7
Handling Characteristics ............................................................ 7
Target Group ............................................................................... 8
First flight .................................................................................. 9
Registration ................................................................................ 9
Weight range .............................................................................. 10
Flying the ION LIGHT ........................................................ 10
Normal flight .............................................................................. 11
Big ears .................................................................................... 13
B-Stall ...................................................................................... 14
Deep spiral ............................................................................... 14
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C-Stall ...................................................................................... 16
Asymmetric collapse ............................................................... 16
Front tuck ................................................................................. 16
Stall manoeuvres ........................................................................ 17
Spin .......................................................................................... 17
Fullstall .................................................................................... 17
Deep/Parachutal sta ll ............................................................... 17
Winch launch ............................................................................. 19
Speed system .............................................................................. 19
Mounting the speed system ..................................................... 19
Using the accele ra to r in fl ight ................................................. 20
Service and maintenance ...................................................... 20
Repair ......................................................................................... 21
Environment friendly behaviour: ........................................ 22
Disposal: ................................................................................. 22
Technical data ....................................................................... 23
Overview risers ...................................................................... 24
Overview Glider .................................................................... 25
Line plans ............................................................................... 26
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Line lengths: .......................................................................... 27
Over all line lengths: ............................................................. 29
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Congratulations, for choosing to fly a NOVA ION LIGHT. You have got a glider, to experience exiting and safe flights for many years.
This manual contains important information and instructions to use your glider. Please read the following pages carefully before your first flight. For questions and suggestions please contact us:
info@nova-wings.com.
To find further information about this or other products please visit our website: www.nova-wings.com
To fully use all our maintainance and guarantee services you have to register your glider on our website. (click MY NOVA, and REGISTER)
For more information on our guarantee services have a look here: http://www.nova-wings.com/english/nova/guarantee.html
Now we wish you many nice ours in the air and a safe landing at the end of every flight.
NOVA Team
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NOVA
Since the company was founded in 1989, NOVA has become one of the world’s leading paraglider manufacturers with their head office in Terfens/Austria.
NOVA consists of a highly qualified team and most of the team members share the passion of flyi ng with tho s e pilots, who decided to fly a NOVA glider.
This passion and our Know-How are the fundamental parts of our work. By now, the p ass i on and the K no w-How are co nti nuously gr owing. This is why w e are for example pioneers in the area of air flow simulations, which allows us to predict certain properties of a new wing quite accurately on the computer.
Last but not least we have outstanding test pilots who provide a substantial contribution to make every new wing an unmistakable NOVA glider, which impresses in every aspect.
But NOVA doesn’t only just stand for the development and the design of paragliders. We also want to take the responsibility for the manufacture of our gliders. That’s why the production of NOVA-gliders takes place in our factory in the Hungarian town of Pecs. This allo ws us to influence important factors, for example quality assurance during the whole production process. Furthermore we can guarantee fair working conditions for about 100 NOVA­employee s in Hungary.
We are convinced that the customer benefits from better employee working conditions, in terms of high-quality products.
What we want to achieve are happy and enthusiastic pilots, because the future of our sport depends on the enthusiasm of the people who are part of this wonderful sport.
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The ION LIGHT
The ION Light is the lig ht weight ver sion of the well prove n ION. The weight was reduced by around 35% by different measures. The flight characteristics of the ION and the ION light are widely the same.
The little weight and small pa ck size makes the ION LIGHT the perfect glider for travelling, mountaineering as well as an every day glider, with a low carrying load.
Short technical description
The ION LIGHT has 37 cells. Five of those cells are closed stabilo cells on each side.
There are four layers of lines. The first layer, the A-lines are red. B, C and D lines are yellow. The brake layer, which is not one of the four line layers, is orange. (the stabilo lines are orange as well.)
The risers consist of 5 be lts. On the first two belts (red) b oth A stem lines are attached. Furthermore the speed system is fixed on the first A belt. On the next three belts the B, C, and D stem lines are attached.
Safety
The ION LIGHT has a long brake travel until stall and soft collapse behaviour. In combination with the da mped flight chara cterist ics, the I ON LIGHT is suited for begin ners. T he EN / LTF t est pro to cols sho w the ve ry bi g sa fet y mar gins of the glider. The ION LIGHT is definitely not at the limit of its certification class. (EN B / LTF 1-2)
Handling Characteristics
We are especially proud of the balanced handling characteristics. Despite the large available brake travel, the ION LIGHT can be piloted as precisely as is normally only possible with higher rated wings. So a beginner can “grow” perfectly with the ION LIGHT and he will have the possibility to learn a lot more about flying than on a sluggish school-glider. A pilot who already has gathered solid experience will be able to use all the possibilities the wing offers right from the beginning.
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Performance
We have improved the maximum speed, as well as the stability and the glide ratio in accelerated flight. So the ION LIGHT is the perfect wing to gather experience in cross country flight. The greatest strength of the ION LIGHT lies in its impressive climbing performance. The wing can be turned very slow and tight, which allows the pilot to use small thermals efficiently. Thanks to the precise handling characteristics, it is easy to increase or decrease the amount of banking. The combination of efficient a nd r e la xed thermalling is without equal.
New Features
• Kink resistant nylon rods instead of mylar reinforcements at the
leading edge.
• Dirthole s on the stabile.
• New position and fixation of the brake pulleys for better
ergonomics.
• A vector band behind the cell openings maintains a very good
shape of this important part of the wing.
Target Group
The ION LIGHT aims to all pilots who are loo king for a light weight wi ng with a pleasant handling and a very high safet y level. T his co mbination i s interes ting for mountaineers, as well for other pilots, who appreciate a light glider with a small pack size.
The ION LIGHT is no al l-out super light wing and it is absolutely suited for regular use and we issue the same material-guarantee like for all our other gliders. Of course the light construction requires some compromises. That's why we recommend the normal-weight Ion fo r all pilots who strain their glider extraordinary, for example by doing a lot of ground handling.
Pilots requirements:
The ION LIGHT is approved for schooling, so of course we don’t make any demands on the pilot’s skills, but we would like to remind every pilot of the importance of individual re sponsibility at this point.
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Every pilot, who fl ies on their own has to be a ble to decide if their skill s and equipment is adequate for the respective conditions. The ION LIGHT offers superior safety but even on such a glider with maximum passive safety, misjudgements may have serious consequences.
The best way to avoid misjudgements is a defensive approach to the sport. Some times it makes sense to pass on a flight, instead of getting yourself into conditions you cannot handle. Regular training improves your skills and enables you to enjoy your flights, even in more diffic ul t conditions.
Please consider these thoughts!
General information bevor implementing
First flight
Every NOV A glid e r has to be flo wn a nd c hecked thro u gh a N OV A d ea le r. T hi s flight (date and pilot) has to be entered on the stabilo of the wing.
Registration
To get all warra nty a nd ser vic e fea tures, yo u have to r egist er your gl ide r on o ur Homepage. Please choose “LOGIN” and follow the advice for registration
Scope of delivery
The ION LIGHT is shipped with a rucksack, an inner pack sack, a riserbag, the speed system, a windsock, the manual and a patch.
Modificatio ns on the glider
Any modification (e.g. change of line lengths, changes on the speed system) causes a loss of certification. We recommend that you contact NOVA before performing any kind of change.
Suited harnesses
The ION LIGHT is approved for any harness of the class “GH” (without diagonal bracing). This means almost every harness which is currently available.
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The choi ce o f the har ness has a b ig infl ue nce o n the fli ght c ha ract eri stic s of t he ION LIGHT. There are harnesses which allow very effective weight shifting on the one hand, but which tip to the side in turbule nces quite undamped on the other hand.
Other harnesses don’t allow extreme weight shifti ng, but they will give the pilot a calmer feel in turbulent conditions.
A good flying school can help on this topic wit h individual advice.
Weight range
Each size of the ION LIGHT is certified for a certain weight range. The weight refers to the “overall take off weight”. This means the weight of the pilot, the glider, the harness and all other equipment.
If you fly the ION LIGHT on the lower half of the weight range, the agility decreases and the glider will be more damped. In strong turbulences the wing tends to deform and to collapse more than with a higher wing loading. If you mainly fly in weak conditions and you are not a fan of dynamic flight behaviour, you should con s ider flying the ION LIGHT in this weight range.
If you f ly th e I ON LIGHT o n the upp e r ha lf of the we i gh t r ange , t he a gi lit y and the stability in turbulences will incr ease. Also the speed will increase slightly. The self damping will decrease in turns, as well as after collapses, so if you often plan to fly in bumpy conditions and you want a dynamic flight characteristic you should go for the top of the weight range.
Flying the ION LIGHT
We suggest performing your first fl ight s with a ne w wing in c al m condi tio ns t o get used to the flight behavio ur without any stress. We also reco mmend to do some take-offs on a tr ainin g hill o r some gr ound handling to get a good feeling for your glider from the very beginning.
Launch
Before every take off the pilot has to ensure that the equipment is in a proper condition, espec i ally the glider, the harnes s and the reserve system.
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Just before launch we recommend a check routine, which should be performed carefully. (Many accidents at take off could be avoided by a proper check!)
We recommend the following routine:
1.) Strapped up (Leg strap and chest strap on the harness and helmet strap
all done up)
2.) Clipped in (Risers untwisted and connected to the karabiners, speed
system attached and karabiners properly closed)
3.) Lines (A lines on top, all lines sorted, brake line unlooped between
brake handle and pulley)
4.) Glider (glider lies arched with opened cell openings at take off.)
5.) Wind and airspace (wind suitable for launch and airspace in front of
take off free of other gliders)
The ION LIGHT has a very well balanced and easy take off behaviour. Corrections are easy to perform at any time and no special advice is needed for forward or reverse launches.
A proper take off technique can o nly be learnt by intensive tra ining. That’s why we recommend to spend some time on a training hill every once in a while. Also some ground ha ndlin g will i mprove yo ur take o ff skil ls. T he best thi ng is to have an experienced pilot with you who can help with some advice.
Like this, you will soon be able to launch your glider confidently, even in difficult conditions. This will add a lot of safety to your flying and it allows you to enjoy your flig hts from the very be ginning.
Normal flight
If you release both brakes (“Hands up”) the ION LIGHT glides at the so called “trim speed”. At this speed, the glide ratio reaches its maximum.
If you fly into a headwind or through sinking air, you should use the acce l erator to maximise your glide ratio. If you use the accelerator in turbulent conditio ns, you have to consider more demanding reactions in the case of a collapse. So you should keep more distance from the ground if you fly accelerated.
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If you fl y in strong turb ulences we rec ommend appl ying bo th brakes sligh tly. This increases the stability and you get good feedback through the brakes, which is necessar y to fly your wing actively.
Flying actively means permanent control and correction of the angle of attack in turbulent air. If you fly from lift into an area of sinking air, the angle of attack will decrease and the wing wi ll pitch do wn. A good pilot will realise t his even before the wing pitches down, by a reduced brake pressure. The right reaction would be to apply the brakes more and thereby increase brake pressure to prevent the wing from pitching down or even from collapsing in turbulent conditions.
Flying from sinking air into lift is just the opp osite: Without any pilot action, the angle of attack would increase and the wing would pitch up. The pilot can feel this, by an increased brake pressure. In this situation, the pilot should release the brakes to reduce the pitch movement.
To generalize:
If the brake pressure decreases and if the wing pitches down, the pilot should apply more brakes. If the brake pressure increases and if the wing pitches up, the brakes should be released.
With proper active flight cont rol, the pilot can avoid most of the collapses a nd keep control in every moment. The best way to learn this is of course flying, but ground handling definitely helps to improve the feeling for the glider. A good training exercise is to stabilise the wing above your head with the brakes, without l ooking at i t. This helps as well for improving the forward launch.
Turning
A smooth t urn i s an i nterac tion o f inner brake , oute r bra ke and weight shif ting. The difficulty is finding the right amount, which is important if you want to climb efficiently in thermals.
The ION LIGHT turns quite sensitively, so only small inputs are needed for performing precise turns. Tight and quick turns or fast changes of turning direction without unwanted pendulum movement are quite complex and take some training. It should be the goal of every pilot to master these skills perfectly.
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Attention:
If you can’t use the brakes for steering the glider you can use the D-risers instead. (This might be necessary for example, i f the br ake l ine s ta ngle d up d ue to a bad pre-launch check or less likely, if the main brake line tears).
The ION LIGHT can be turned quite well with the D-risers combined with weight shifting. You can also land the glider nice and smooth just with the D­risers. Don’t pull the D-risers too much, to avoid a deep stall!
Landing
Landing t he ION LIGHT is very easy. In turbulent conditions we reco mmend applying brakes (approximately 20% of the available brake travel) during the whole approach. This will increase the stability of the glider and the feeling of the wing.
Just before touch down you should apply more brake. Many times it makes sense to induce a stall.
Attention:
A deep stall in just 2 meters height can cause a quite violent touch down. Make sure to not fully ap ply the brakes until you are close enough to the ground.
Manoeuvres for fast decent
Big ears
Big ears are very effective and easy to perform with the ION LIGHT. For initiation, pull the outer A risers symmetrically. Keep the brake handles (without e xtr a wra p s) in your hand s.
As long as yo u keep b oth o uter A-ri sers pulled, the wingtip s will be folded and the sink speed will increase. We recommend to additionally push the speed bar to increase the sink speed further and to also increase forward speed. T he drag of the folded wingtips increases the angle of attack. By pushing the speed bar, this effect is compensated .
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To end the manoeuvre, release the A-risers. If the wingtips don’t open automatically, you can inflate them by applying the brake s wit h a s hor t impuls e movement.
B-Stall
You can enter a B-Stall by symmetricall y pulling both B-risers approximately 15cm. The force is quite high at the beginning, but decreases when you pull down further. To get a good hold of the risers, it make s sense to grab them o n top at the shackles.
As you pull the risers down, the gliders stops its forward motion and after a pendulum swinging motion, the ION LIGHT enters a very stable stall state. The sink rate depends on the wing loading and on how much the pilot pulls the B­risers. The maximum sink rate is about 9m/s.
If you pull too far, the glider starts to rotate about the yaw axis. In this case, release the risers, until the rotatio n stops. (Please note, that suc h a rotation can also be induced by an asymmetric pulling of both risers)
To exit the B-stall, raise up both hands spe e dily.
Keep the brake handles (without extra wraps) in your hands during the manoeuvre. Make sure to no t apply brakes during the exit!
Deep spiral
The deep spiral is the most demanding of the three manoeuvres. (Ears, B-Stall and Deep Spiral) You should only practise it with a lot of altitude. The best way is to learn it under pr ofessional guidance.
Entering a deep spiral can be divided into two phases: First, yo u fly a turn b y applying one brake and b y shifting yo ur weight to t he same side, the glider will bank up and increase its turning speed. This phase ends at a sink rate of roughly 8m/s – 10 m/s. (depending on the wing loading)
Then at t he begi nni ng o f the s eco nd p hase the g-forces incr ease rapidly and the leading edge will lean towards the ground. In a fully developed deep spiral, the leading edge is almost parallel to the ground. The maximum sink rate with the ION LIGHT can get up to 25m/s and more.
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The first attempts to fly a deep spiral should be stopped clearly before reaching the second phase to get used to the quick rotation and to practice the exit without pendulum swinging. The exit should be performed by simply releasing the inner brake with a neutr al wei ght-s hift. T he ION LIGHT will then decrease its bank angle and go back to normal flight. To avoid a pendulum movement, the inner brake has to be pulled in the moment the wing wants to reduce its bank rapidly.
By applying the inner brake again, you force the glider to exit the spiral movement not rapidl y but during two or three rotations. It is very impor tant to master this exercise before continuing to the second phase of the deep spiral.
The pilot will feel t he entering o f this phase by the suddenly increased g-force. In this moment, the pilot i s being pushed to the outer sid e of the harness. It is important to not counteract. So the pilot should lean to the outer side to avoid a stable spiral. (See below)
If the pilot weight s hifts to the outer side, the sp iral movement will get slo wer as soon as the pilot releases the inner brake. The rest of the exit works as explained above for the first phase of the deep spiral.
If the pilot shifts his weight clearly to the inner side, the ION LIGHT might stay in a deep spiral, even when releasing both brakes. In this case, it helps to apply the outer brake, or both brakes and of course to shift the weight to the outer side.
Please don’t underestimate the difficulty of learning the deep spiral. The sink rates are a lot higher than what you are used to from other manoeuvres and the fast rotation might lead to d isor ientation. T he high g-loads of up to 3g make the manoeuvre even more demanding as you might have problems like the so called “black out”, where you temporarily lose your vision due to the g-load. It is very important to get a feeling for the reactions of your body to this manoeuvre.
If you practice it well, it is a fun manoeuvre that enables you to loose height faster than with any other man o e uvre .
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C-Stall
This manoeuvre can be found sporadically in some paragliding literature. We don’t recommend it, because entering and exiting the C-stall can be very demanding and dangerous for many pilots.
Collapses
Asymmetric collapse
If you fly in strong turbulences, one side of the glider might collapse. This happens if one side of the wing doesn’t produce lift anymore, due to a low angle of a ttack. If the re is no lift , the lines ge t loose and the wing defo rms or collapses.
Most of these collapses are rather small – they only affect a small part of the wingspan. In such a case, the ION LIGHT continues t o fly a lmost unaffected. If the collapse affects 50% of the wingspan or more, the wing will react considerably:
Due to the increased drag of the collapsed wing, the glider will turn to the collapsed side. Furthermore, the glider will pitch down because of the increased wing loading. (The glider has to increase its speed because of the reduced area – that’s wha t causes t he pitching down.)
The pilot can prevent the glider from pitching and turning, by applying the brake on the non collapsed side of the wing. If a collapse occurs close to the ground it is essential to react properly. The proper reaction should be taught at high altitude, ideally under professional guidance.
As explained above, most of the collapses can be prevented, if you fly actively!
Front tuck
A front tuc k occurs, if the an gle of attac k gets to o low on t he whole wingspan, then the whole leadin g edge will collapse. After t he asymmetric tuck, the ION LIGHT will go back to nor mal flight automaticall y. The pilot can expedite the opening process by slightly applying both brakes.
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Stall manoeuvres
Spin
If you p ull one br ake too much, yo u might i nduce a s o called spin. T he centre of rotation is no lon ger far outside the wing (like during a normal turn), but it moves inside the wing. Furthermore the rotation speed increases. The ION LIGHT will go bac k to normal flight, if the p ilot r elease s both brakes. The ION LIGHT’s spin behaviour is easily manageable: I t takes a lot of brake travel to induce the spin, and then the pilot has quite some time to react and release both brakes.
Fullstall
If you pull both brakes too far, the wing will per form a so called full stall. The wing suddenly s tops its forward motion, but the pilot is still moving forward. So from the pilots view, the glid er will tilt backwards. It is ver y important to not release the brakes in this moment. Otherwise the glid er might surge forward below the pilot.
The Full Stall is a complex manoeuvre and the perfect execution can not be explained in this ma nual. If you want to learn a prop er full stall, it makes sense to do this under professional guidance.
The available brake travel before stalling the wing depends on the size. It is approximately 60cm for the ION LIGHT 19, 63cm for the ION LIGHT 21, 66cm for the ION LIGHT 23, 70cm for the ION LIGHT 25, and 73cm for the ION LIGHT 27. Those numbers are just a rough indication. (The publication of the brake travel is claimed by the EN 926.)
It would be dangerous to use the brake travel according to those numbers, because it is not practicable to measure the brake travel during flight, and in turbulences the stall might o ccur with less brake travel. If you want to use the whole brake travel of your glider safely, it is necessary do many intended spins and full stalls to get a feeling for the stall behaviour.
Deep/Parachutal stall
The Deep Stall, or Parachutal Stall is kind o f the pre stage to a Full Stall. The wing has no forward motion and a high sink speed, but it is almost fully inflated. The pilot ca n enter the Deep Stall b y applying both brake s. It is very
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difficult to keep the wing in a Deep Stall: If you pull the brakes a little too much, the glider will enter a Full Stall. If you release t he brakes too much, the glider will go back to normal flight. T o practice a Deep Stall, it is necessary to master the Full Stall first.
A very old or worn out glider with a porous cloth or with a changed trim (due to many winch launches, or d eep spirals) might stay in a deep stall even after releasing both brakes. Do not apply the brakes in such a situation, because the wing would then ente r a full sta ll ! You can e xit the dee p stall b y pushing the speed bar, or by simply pushing the A-risers forward. If you fly through rain, the risk of a deep stall is higher. We strongly advice against flying in rainy conditions. If it happens, that you get into rainfall, we recommend not performing a B-stall or Big Ears. Our recommendation is to leave the rain as soon as possible and to fly with both brakes released, or even accelerated, as this reduces the risk of a deep stall.
Cravates
After a big collapse or after a badly executed Full Stall, a part of the wing might be tangled up in the lines, and won’t reopen automatically. This is what you call a cravate. During our extensive test flights with the ION LIGHT we never experienced a cravate but this situation can not be eliminated with any paraglider.
In case of a cravate we recommend the following actions:
1.) Counter steer: Probably the wing wants to turn to the side of the
cravate. In some ca ses, the t urning hap pens quickl y and will end in a stable deep spiral without the pilot’s action. So it is i mportant to react quickly by counter steering.
2.) Opening the cra vate by applying the brake with an impulse movement:
Some cravats can be opened with this method. It is important to keep the wing in straig ht flight by pulling the other brake all the time.
3.) Pulling the stabilo line: Some cravats can be opened by strongly
pulling the stabilo line. (It is the orange line on the B-riser. Have a look at it or grab it every once in a while and you will be able to r eact quicker in a moment of danger.)
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4.) Full stall: Many cra vats can be op ened by using the Full Stall. But of
course you have to have solid experience with this manoeuvre to be able to use it properly.
5.) Reserve: If you loose control or if you are not absolutely sure that you
have enough height for further attempts to recover, immediately use your reserve!
Many pilots wait way too long before using their reserve. Some don’t use the reserve at all if they lose control of their glider. We strongly recommend to at least mentally practice the use of the reserve from time to time: Grab the handle of the reserve in flight, like you would do it in case of emergency. Many clubs or schools offer to throw the rescue for example in a gym. The most realistic way of training is to use the reserve in real f light. Many SIV Clinics offer that as part of their training.
Please use these possibilities: There are already too many pilots, who almost forgot that they have a reserve they could use, which is a very bad precondition to use it without hesitating in a dangerous moment.
Winch launch
The ION LIGHT is very easy to la unc h o n t he winch. You s ho uld sta rt to cl i mb at a flat angle.
We recommend the use of a towing device which accelerates the glider during the winch launch.
Speed system
Mounting the speed system
Most harnesses have two pulleys on each side. Some light harnesses have simple rings instead. Guide the accelerator ropes (included in the delivery) from top to bottom through these pulleys. Then fix the speed bar on the bottom of the ropes.
It is impo rtant to adjust the length co rrectly. If yo u set it t oo short, the glider might fly accelerated all the time, which definitely has to be avoided. If you set it too long, you might not be able to use the full accelerator travel.
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We suggest adjusting the length quite long and then try to estimate the free travel in flight to shorten it afte r the flight.
Using the accelerator in flight
If you push the speed travel all the way, the ION LIGHT will gain approximately 12km/h speed. (Compared to “hands off”speed) It makes sense to use the accelerator when flying into a headwind or through sinking air – or simply to move forward faster.
Attention: It doesn’t make sense to apply the brakes during accelerated flight. This will reduce the glide performance considerably, and it will make the wing more unstable. (Unlike in non accelerated flight!)
To turn, simply s hift weight, or push the speed bar asymmet rically. ( If you push the right side further, the wing will perform a left turn.)
You can also use the accelerator for pitch control: If the glider pitches up, push the speed bar more, if it pitches down, release the speed bar.
Measurements of the speed systems (publication required by EN 926)
If you use all the available accelerator travel, the A & B risers will get shorter as follows:
19cm for the ION LIGHT 25 & 27 16cm for the ION LIGHT 21 & 23 14cm for the ION LIGHT 19
The C riser reduces its length by exactly half of the value of the A&B riser. The D riser remains the same len gth.
Service and mainte nance
General advice
To keep your glider in good condition for many years, please consider the following advice:
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• Don’t expose your glider to unnecessary UV radiation – for example
by leaving it on the landing s ite unpac ked.
• Don’t fold the nylon rods at the cell openings too hard. (But they don’t
need more care than mylar reinforcements do)
• If you pa ck the glider whe n it is wet or j ust damp, it has t o be dried
later. Don’t leave it packed in a wet condition!
• When you p racti ce gro und hand ling, a void c rashi ng the gl ide r hard on
the ground with the leading edge, as this might lead to damage.
• Avoid unnecessary dirt or sharp stones touching the lines and the
cloth. Don’t step on the lines if they are laying on a ston y surface!
• Humidity combined with dirt can lead to shrinking of the lines and
thereby to the wrong trim on your glider. Saltwater (sweat) may damage t he lines i n the long run.
• To store your glider for a longer time, avoid a humid or a very hot
environment. (Like in a car during hot summer days)
Cleaning
To clean the wing, only use w at er and a cl ea ning clot h. N e v er use a n y so l ve nt s. If there is sand, dirt or small sto nes inside the ca nopy, you should r emove them because t hey will damage the coating of the cloth and the seams in the long run.
Repair
Repairs may only b e performed by authorised service centres or by NOVA.
You can repair small holes or tears in the cloth (smaller than 5cm) yourself with a special self adhesive repair tape. (You can order it at NOVA or in any service centre.) If you are not sure about the damage, or if the da mage affects parts of a seam, please contact NOVA. (
info@nova-wings.com)
Vers.1.0 S. 22 / 30
Check
We suggest a trim inspection (Nova Trim Tuning NTT) in the first year after the date of purchase. In the case that the NTT is done, the next full chec k (NFS: NOVA full service) has to be done 3 years after purchase. In the case that the NTT is not done, the wing needs a full check after 2 years. The check expert can defi ne the ne xt c hec k i nter val o n the ba sis o f t he wing’s condition. In areas where conditions are harsh on the material (i.e. by salty air next to the coast), an annual complete check (NFS) is strongly recommended! The check has to be confirmed with the check-stamp on the stabilo. All necessary documents for the inspection can be found on the NOVA homepage (http://www.nova­wings.com): Downloads: Check.
More information about our check system: http://www.nova-wings.com/english/info_zone/ntt.html
Environment fr ie ndl y behaviour:
Apart from self-evident thi ngs, like no t lea ving your r ubbis h be hind, we would like to appeal for a thoughtful behaviour towards animals, like birds of prey or game animals. If you notice, that your fly by affects those animals (like causing a shortening reaction) please increase your distance.
Disposal:
Disused paragliders need a proper disposal. If you are not sure about the correct removal, please send your glider to NOVA.
Vers.1.0 S. 23 / 30
Technical data
Size
19 21 23 25 27
Zoom factor
0.863 0.9073 0.95 0.99 1.0288
No. of cells
37
Span proj . m
8.23 8.65 9.06 9.44 9.81
Area proj. m²
19 21 23 25 27
Aspect ratio proj.
3.57 3.57 3.57 3.57 3.57
Span m
10.69 11.24 11.77 12.27 12.75
Area m²
22.62 25 27.41 29.77 32.25
Aspect ratio
5.05 5.05 5.05 5.05 5.05
Line diameter mm
0.6 / 1.4 / 1.85
Line leng th m
6.21 6.53 6.84 7.13 7.41
Line cons umption m
259 273 286 298 310
max. profile de pt h m
2.61 2.74 2.85 2.99 3.09
min. profile depth m
0.7 0.74 0.77 0.8 0.83
Weight kg
3,8 4,0 4,3 4,6 4,9
Take-off weight
LTF/EN1
kg
60-80 70-90 75-100 90-110 100-130
Places
1 1 1 1 1
Certification LTF
1-2 1-2 1-2 1-2 1-2
Certification EN
B B B B B
1
Pilot + total equipment
Vers.1.0 S. 24 / 30
Overview risers
1 A1-Riser 6 Main supspension loop 2 A2-Riser (EARS) 7 Carabiner 3 B-Riser (B-Stall) 8 Brake handle 4 C-Riser 9 Speed clips
5
D-Riser
10
Shackle
Vers.1.0 S. 25 / 30
Overview Glider
1
Stem Li n e s
6
Top sail
2
Middle lines
7
Trailing edge
3 Top Lines 8 Nameplate 4 Bottom sail
5
Cell Openings
Vers.1.0 S. 26 / 30
Line plans
Vers.1.0 S. 27 / 30
Line lengths:
ION Light
Linetype
19
21
23
25
27
A1
262.5 277.1 290.6 302.2 313.8 Liros PPSL275 red
A2
334.6 354.65 369.7 385.4 401.8 Liros PPSL275 red
AM1
273.5 286.6 300.9 313.6 324.8 Liros PPSL160 red
AM2
267.8 281.2 295.6 308.3 319.8 Liros PPSL160 red
AM3
179 187.6 197.1 205.4 212.7 Liros PPSL160 red
AM4
180.1 189.1 198.8 207.5 215.3 Liros PPSL160 red
AG1
85.7
90
94.2
98.1
101.8
Liros
DC 60 yellow
AG2
81.4
85.8
89.9
93.6
97.3
Liros
DC60 yellow
AG3
81.8
85.8
89.9
93.8
97.3
Liros
DC60 yellow
AG4
82.7
87
91.2
95.1
98.8
Liros
DC60 yellow
AG5
98.9
103.9
108.8
113.2
117.6
Liros
DC60 yellow
AG6
91
95.7
100.3
104.4
108.5
Liros
DC60 yellow
AG7
91.2
95.9
100.5
104.7
109
Liros
DC60 yellow
AG8
85.5
90
94.2
98.1
101.8
Liros
DC60 yellow
AG9
81.8
86
89.9
93.8
97.7
Liros
DC60 yellow
AG10
81.7
86
89.9
93.8
97.7
Liros
DC60 yellow
AG11
146.9 154.4 161.5 168.3 175.1 Liros DSL70 orange
B1
260.1
274
287.6
298.7
310
Liros
PPSL275 yellow
B2
331.3 350.9 366.7 383.3 399 Liros PPSL275 yellow
BM1
273.4 286.8 300.1 313.1 324.7 Liros PPSL160 yellow
BM2
267.9 281.4 295.4 308.1 319.9 Liros PPSL160 yellow
BM3
178.7 187.4 196.5 204.7 212.2 Liros PPSL160 yellow
BM4
179.9 189 198.5 207.1 215 Liros PPSL160 yellow
BG1
85.6 90 94.2 98.1 101.8 Liros DC60 yellow
BG2
81.4 85.7 89.9 93.6 97.3 Liros DC60 yellow
BG3
81.8
85.9
89.9
93.6
97.3
Liros
DC60 yellow
BG4
82.7
87
91.2
95.1
98.8
Liros
DC60 yellow
BG5
98.6
103.6
108.4
112.9
117.2
Liros
DC60 yellow
BG6
91
95.7
100.3
104.4
108.5
Liros
DC60 yellow
BG7
91.2
96
100.5
104.7
109.1
Liros
DC60 yellow
BG8
85.6
90
94.2
98.1
101.8
Liros
DC60 yellow
BG9
81.7
85.9
89.9
93.8
97.3
Liros
DC60 yellow
Vers.1.0 S. 28 / 30
BG10
80.9 85.1 89.2 93 96.8 Liros DC60 yellow
BG11
145.5 152.9 160.2 166.9 173.3 Liros DSL70 orange
C1
263.8 277.5 291.2 303.6 314.8 Liros PPSL275 yellow
C2
332.9 352 370.9 387.4 402.3 Liros TSL280 yellow
CM1
273.5 287.3 300.5 313 325 Liros PPSL160 yellow
CM2
267.7 281.7 295.2 307.7 319.9 Liros PPSL160 yellow
CM3
179.2 188.1 196.8 205 212.8 Liros PPSL120 yellow
CM4
178.7
188.1
197.1
205.5
213.7
Liros
PPSL120 yellow
CG1
85.7
90
94.2
98.1
101.8
Liros
DC60 yellow
CG2
81.4
85.7
89.9
93.6
97.3
Liros
DC60 yellow
CG3
81.8
86.1
89.9
93.8
97.3
Liros
DC60 yellow
CG4
82.7
87
91.2
95.1
98.8
Liros
DC60 yellow
CG5
98.6
103.6
108.4
112.9
117.2
Liros
DC60 yellow
CG6
91
95.7
100.3
104.4
108.5
Liros
DC60 yellow
CG7
91
95.7
100.3
104.7
108.8
Liros
DC60 yellow
CG8
86.3
90.6
94.9
98.8
102.5
Liros
DC60 yellow
CG9
81.5
85.7
89.9
93.6
97.3
Liros
DC60 yellow
CG10
79.6
83.7
87.7
91.5
95.2
Liros
DC60 yellow
D1
276.3 290.7 305.2 318.2 329.4 Liros TSL280 yellow
D2
341 360.8 380.2 397.2 412 Liros TSL280 yellow
DM1
273.9 287.7 300.9 313.3 325.5 Liros PPSL120 yellow
DM2
267.4 281.3 294.9 307.4 319.5 Liros PPSL120 yellow
DM3
180.7 189.7 198.4 206.5 214.6 Liros PPSL120 yellow
DM4
176.5 185.7 195 203.3 211.1 Liros PPSL120 yellow
DG1
85.7 90 94.2 98.1 101.8 Liros DC60 yellow
DG2
81.4 85.7 89.9 93.6 97.3 Liros DC60 yellow
DG3
81.9 86.1 89.9 93.8 97.3 Liros DC60 yellow
DG4
82.6
87
91.2
95.1
98.8
Liros
DC60 yellow
DG5
99.1
104.1
108.8
113.4
117.8
Liros
DC60 yellow
DG6
91.2
96
100.3
104.7
108.8
Liros
DC60 yellow
DG7
90.4
95.1
99.8
104.4
108.1
Liros
DC60 yellow
DG8
87.5
91.9
96.1
100.1
104
Liros
DC60 yellow
DG9
81.3
85.7
89.9
93.6
96.8
Liros
DC60 yellow
DG10
78
82.1
86.3
90
93.3
Liros
DC60 yellow
S
406.9
429.5
451.2
473.4
491.4
Liros
PPSL160 orange
SG1
115.3
121.4
127.2
132.7
137.9
Liros
DSL70 orange
Vers.1.0 S. 29 / 30
SG2
118.4 124.6 130.6 136.2 141.5 Liros DSL70 orange
SG3
125.7 132.2 138.6 144.5 150.2 Liros DSL70 orange
SG4
136.2 143.3 150.2 156.6 162.7 Liros DSL70 orange
FF
161 169 176 182 191 Edelrid 7850-360 orange
F1
295.1 310.5 326.3 338.8 351.9 Liros DSL70 orange
F2
258.3 272.6 288.1 300.1 311.2 Liros DSL70 orange
FM1
112.8 118.4 123.6 128.6 133.7 Liros DSL70 orange
FM2
100.1
105.5
111
115.8
120.3
Liros
DSL70 orange
FM3
159.8
167.8
175.6
182.4
189.6
Liros
DSL70 orange
FM4
145.6
153.1
160.8
167.5
173.6
Liros
DSL70 orange
FM5
145.5
153.2
160.7
168
174.6
Liros
DSL70 orange
FG1
144.2
150
155
160.1
165.6
Liros
DSL70 orange
FG2
113.1
118
122.2
126.7
131.4
Liros
DSL70 orange
FG3
105.3
110.2
114.3
118.7
123.6
Liros
DSL70 orange
FG4
99.8
105.1
110.5
115.3
119.8
Liros
DSL70 orange
FG5
77.6
81.3
84.4
87.7
91.6
Liros
DSL70 orange
FG6
61.1
64.2
67.2
70
72.8
Liros
DSL70 orange
FG7
58.9
62
65.1
68
70.5
Liros
DSL70 orange
FG8
65.9
69.2
72.3
75.2
78.2
Liros
DSL70 orange
FG9
56.9
59.8
62.6
65.3
68
Liros
DSL70 orange
FG10
56.8 59.7 63.1 65.8 67.9 Liros DSL70 orange
FG11
49.7 52.2 55.4 57.4 58.9 Liros DSL70 orange
FG12
45.1 47.2 48.8 50.7 53.2 Liros DSL70 orange
FG13
47.6 49.8 50.9 53.1 56.1 Liros DSL70 orange
Over all line lengths:
You can find the overall line lengths (from the shackle to the loops on the bottom sail) on the homepage of the Para-Academy. (
www.para-academy.eu)
Please note, that you can not calculate the over all length, by just adding the single line lengths listed ab ove!
Vers.1.0 S. 30 / 30
VERTRIEB SGESELLSCHAFT m. b. H.
Auweg 14
A-6123 TERFENS
AUSTRIA
Tel.: +43 5224 66026
Fax.: +43 5224 6602619
Mail:
info@nova-wings.com
Homepage:
www.nova-wings.com
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