Version 1.3
03/2013
Vers.1.3/03.2013 P. 1 / 28
NOVA............................................................................................5
The MENTOR 3............................................................................6
Short technical description...............................................................6
Safety..................................................................................................6
Handling Characteristics..................................................................7
Performance......................................................................................7
Target Group.....................................................................................7
General information before implementing......................................8
First flight.......................................................................................8
Registration.....................................................................................9
Scope of delivery...............................................................................9
Suited harnesses................................................................................9
Weight range...................................................................................10
Flying the MENTOR 3...............................................................10
Launch.............................................................................................10
Normal flight...................................................................................11
Turning............................................................................................12
Landing............................................................................................12
Manoeuvres for fast decent............................................................13
Big ears.........................................................................................13
B-Stall...........................................................................................13
Deep spiral....................................................................................14
C-Stall...........................................................................................15
Collapses..........................................................................................15
Asymmetric collapse.....................................................................15
Vers.1.2/01.2013 P. 2 / 28
Front tuck......................................................................................16
Stall manoeuvres.............................................................................16
Spin...............................................................................................16
Fullstall.........................................................................................16
Deep/Parachutal stall.....................................................................17
Cravates...........................................................................................17
Winch launch...................................................................................18
Speed system....................................................................................19
Mounting the speed system...........................................................19
Using the accelerator in flight.......................................................19
Service and maintenance............................................................20
General advice.................................................................................20
Cleaning...........................................................................................20
Repair..............................................................................................20
Check...............................................................................................21
Environment friendly behaviour:.............................................21
Disposal........................................................................................21
Technical data.............................................................................22
Overview risers...........................................................................23
Overview glider...........................................................................24
Line plans....................................................................................25
Over all line lengths....................................................................28
Vers.1.3/03.2013 P. 3 / 28
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 LOGIN & REGISTRATION)
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
Vers.1.2/01.2013 P. 4 / 28
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 flying with those pilots, who decided to fly a NOVA glider.
This passion and our Know-How are the fundamental parts of our work. By
now, the passion and the Know-How are continuously growing. This is why we
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 Pécs. This allows us to influence important factors,
for example quality assurance during the whole production process.
Furthermore we can guarantee fair working conditions for about 100 NOVAemployees 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.
Vers.1.3/03.2013 P. 5 / 28
The MENTOR 3
The MENTOR 3 is the successor of the well known and very successful
MENTOR 2. The glider is a high performance High-Level EN B glider, which
is dedicated to pilots, who have already gathered experience on lower rated
gliders. With a solid amount of experience, the MENTOR 3 offers outstanding
performance, a very pleasant handling characteristic and a lot of safety in
practical condition.
Short technical description
The MENTOR 3 has 51 cells. Five of those cells are closed stabilo cells on
each side.
There are three layers of lines. The first layer, the A-lines are red. B and C lines
are yellow. The brake layer, which is not one of the three line layers, is orange.
(the stabilo lines are orange as well.)
The risers consist of 4 belts. On the first two belts (red) both A stem lines are
attached. Furthermore the speed system is fixed on the first A belt. On the next
two belts the B and C stem lines are attached.
Safety
No matter if flying accelerated or at trim speed, the MENTOR 3 pilot can rely
on a very stable wing in turbulent conditions. If a collapse occurs, it tends to be
quite small and the reopening occurs without impulsiveness. The long available
brake travel and the increasing brake pressure helps to avoid an unintended stall
when counter braking after a collapse.
The small aspect ratio makes cravats very unlikely.
The overall behaviour of the MENTOR 3 is easy to manage and very
predictable for pilots with some experience.
We recommend to all MENTOR 3 pilots to test the behaviour after collapses
themselves (during an SIV) to get their own impression.
Vers.1.2/01.2013 P. 6 / 28
Handling Characteristics
To improve the handling characteristics we were aiming for the precise
feedback of the Mentor 2 but we tried to reduce the brake pressure. The result
is a very agile glider, that offers slightly more damping than the MENTOR 2, to
relax the pilot during long flights, as well as in turbulent conditions.
One other reason for the easy handling characteristics is the small projected
aspect ratio. (same as on the MENTOR 2) This makes it comfortable to control
the glider in demanding conditions.
We were also taking a lot of care about the behaviour in accelerated flight. The
pressure on the speed bar is very light and the wing increases speed efficiently.
Combined with the high stability, it is very comfortable to use the whole speed
range of the MENTOR 3.
Performance
We increased the glide ratio by about 6/10 compared to the MENTOR 2, by
optimizing numerous details. The basic design stayed the same.
The performance gain is even more, than from MENTOR 1 to MENTOR 2!
We are convinced, that the MENTOR 3 will be on top of the EN-B class in
terms of glide performance.
But pure performance doesn’t help a lot if the glider is not stable enough to fly
through bumpy air without collapses. The MENTOR 3 excels in such
conditions and cuts through turbulence with high pitch stability. Due to the
small operating forces of the speed system it is easy to perform pitch
corrections if necessary.
Target Group
The MENTOR 3 aims to appeal to pilots who have already gathered solid
experience with lower rated gliders as well as to pilots who usually fly higher
rated wings and who are looking for more passive safety. Due to the
outstanding performance, the MENTOR 3 is very interesting for XC pilots,
who are looking for an excellent balance between performance and safety.
Vers.1.3/03.2013 P. 7 / 28
Pilots requirements
The MENTOR 3 is a High Performance Intermediate glider. It is not suited for
Beginners. We recommend the glider for pilots who are already capable of
certain techniques, like controlling a glider in turbulent conditions: The pilot
should be able to prevent unwanted pitch or roll movement in bumpy air. If the
pilot enters a strong thermal, he should intuitionally release the brakes to stop
the glider from pitching backwards. When flying into sinking air, the pilot
should apply more brakes.
The MENTOR 3 pilot should also be able to easily fly steep turns without
unwanted pendulum movement. We think, that a pilot, who is not capable of
those basic techniques will not be able to use the huge performance potential of
the MENTOR 3.
We recommend to permanently work on your flying skills, by attending a SIV
course, by training take-offs an a training hill or by ground handling the glider.
All this will help you, to get a better understanding of your glider and to
become a better pilot.
Every pilot, who flies on their own has to be able to decide if their skills and
equipment is adequate for the respective conditions. The MENTOR 3 offers a
high level of safety, but misjudgements may still 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 difficult conditions.
Please consider these thoughts!
General information before implementing
First flight
Every NOVA glider has to be flown and checked through a NOVA dealer. This
flight (date and pilot) has to be entered on the stabilo of the wing.
Vers.1.2/01.2013 P. 8 / 28
Registration
To get all warranty and service features, you have to register your glider on our
Homepage. Please choose “LOGIN®ISTRATION” and follow the advice
for registration
Scope of delivery
The MENTOR 3 is shipped with a rucksack, an inner pack sack, a riserbag, the
speed system, a windsock, the manual and a patch.
Modifications on the glider
Any modification (e.g. change of line lengths, changes on the speed system)
causes a loss of air worthiness. We recommend that you contact NOVA before
performing any kind of change.
Suited harnesses
The MENTOR 3 is approved for any harness of the class “GH” (without
diagonal bracing). This means almost every harness which is currently
available.
The choice of the harness has a big influence on the flight characteristics of the
MENTOR 3. There are harnesses which allow very effective weight shifting on
the one hand, but which tip to the side in turbulences quite undamped on the
other hand.
Other harnesses don’t allow extreme weight shifting, but they will give the pilot
a calmer feel in turbulent conditions.
A good flying school can help on this topic with individual advice.
Vers.1.3/03.2013 P. 9 / 28
Weight range
Each size of the MENTOR 3 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 MENTOR 3 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 slightly more than with a higher wing loading.
If you mainly fly in weak conditions and you are not a fan of a very dynamic
flight behaviour, you should consider flying the MENTOR 3 in this weight
range.
If you fly the MENTOR 3 on the upper half of the weight range, the agility and
the stability in turbulences will increase. 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 MENTOR 3
We suggest performing your first flights with a new wing in calm conditions to
get used to the flight behaviour without any stress. We also recommend to do
some take-offs on a training hill or some ground 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, especially the glider, the harness and the reserve system.
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)
Vers.1.2/01.2013 P. 10 / 28
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 MENTOR 3 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 only be learnt by intensive training. That’s why
we recommend to spend some time on a training hill every once in a while.
Also some ground handling will improve your take off skills. The best thing 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 flights from the very beginning.
Normal flight
If you release both brakes (“Hands up”) the MENTOR 3 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 accelerator
to maximise your glide ratio. If you use the accelerator in turbulent conditions,
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.
If you fly in strong turbulences we recommend applying both brakes slightly.
This increases the stability and you get good feedback through the brakes,
which is necessary 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 will pitch down. A good pilot will realise this
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.
Vers.1.3/03.2013 P. 11 / 28
Flying from sinking air into lift is just the opposite: 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 control, the pilot can avoid most of the collapses and
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 looking at it. This helps as well for improving the forward launch.
Turning
A smooth turn is an interaction of inner brake, outer brake and weight shifting.
The difficulty is finding the right amount, which is important if you want to
climb efficiently in thermals.
The MENTOR 3 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.
Attention:
If you can’t use the brakes for steering the glider you can use the C-risers
instead. (This might be necessary for example, if the brake lines tangled up due
to a bad pre-launch check or less likely, if the main brake line tears).
The MENTOR 3 can be turned quite well with the C-risers combined with
weight shifting. You can also land the glider nice and smooth just with the Crisers. Don’t pull the C-risers too much, to avoid a deep stall!
Landing
Landing the MENTOR 3 is very easy. In turbulent conditions we recommend
applying brakes (approximately 20% of the available brake travel) during the
Vers.1.2/01.2013 P. 12 / 28
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 apply the brakes until you are close enough to the ground.
Manoeuvres for fast decent
Big ears
To do big ears, pull the outer A-line (attached on a separate belt) on both sides.
Keep the brake handles (without extra wraps) in your hands.
As long as you keep both outer A-risers pulled, the wingtips 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. The drag
of the folded wingtips increases the angle of attack. By pushing the speed bar,
this effect is compensated.
To end the manoeuvre, release the A-risers. If the wingtips don’t open
automatically, you can inflate them by applying the brakes with a short impulse
movement.
B-Stall
You can enter a B-Stall by symmetrically 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 makes sense to grab them on
top at the shackles.
As you pull the risers down, the gliders stops its forward motion and after a
pendulum swinging motion, the MENTOR 3 enters a stall state. The sink rate
depends on the wing loading and on how much the pilot pulls the B-risers. 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 rotation stops. (Please note, that such a rotation can
also be induced by an asymmetric pulling of both risers)
Vers.1.3/03.2013 P. 13 / 28
If you perform the manoeuvre in bumpy air, the MENTOR 3 may start to
deform. (The wingtips move forward until the wing has a “horseshoe shape”)
If the wingtips start to move forward immediately exit the manoeuvre.
To exit the B-stall, raise up both hands speedily.
Keep the brake handles (without extra wraps) in your hands during the
manoeuvre. Make sure to not apply brakes during the exit! We recommend to
look at the glider during the manoeuvre. (Don’t forget to make sure, you have
enough height and that the airspace below you is clear of other gliders.)
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 professional guidance.
Entering a deep spiral can be divided into two phases:
First, you fly a turn by applying one brake and by shifting your weight to the
same side, the glider will bank up and increase its turning speed. This phase
ends at a sink rate of roughly 8m/s – 10m/s. (depending on the wing loading)
Then at the beginning of the second phase the g-forces increase 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
MENTOR 3 can get up to 25m/s and more.
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 neutral weight-shift. The MENTOR 3 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 rapidly but during two or three rotations. It is very important to
master this exercise before continuing to the second phase of the deep spiral.
The pilot will feel the entering of this phase by the suddenly increased g-force.
In this moment, the pilot is being pushed to the outer side 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)
Vers.1.2/01.2013 P. 14 / 28
If the pilot weight shifts to the outer side, the spiral movement will get slower
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 MENTOR 3 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 disorientation. The 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 manoeuvre.
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 attack. If there is no lift, the lines get loose and the wing deforms or
collapses.
Most of these collapses are rather small – they only affect a small part of the
wingspan. In such a case, the MENTOR 3 continues to fly almost unaffected. If
the collapse affects 50% of the wingspan or more, the wing will react
considerably:
Vers.1.3/03.2013 P. 15 / 28
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 what causes the 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 tuck occurs, if the angle of attack gets too low on the whole wingspan,
then the whole leading edge will collapse. After the asymmetric tuck, the
MENTOR 3 will go back to normal flight automatically. The pilot can expedite
the opening process by slightly applying both brakes.
Stall manoeuvres
Spin
If you pull one brake too much, you might induce a so called spin. The centre
of rotation is no longer far outside the wing (like during a normal turn), but it
moves inside the wing. Furthermore the rotation speed increases. The
MENTOR 3 will go back to normal flight, if the pilot releases both brakes. The
MENTOR 3’s spin behaviour is easily manageable: It 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 perform a so called full stall. The
wing suddenly stops its forward motion, but the pilot is still moving forward.
So from the pilots view, the glider will tilt backwards. It is very important to
not release the brakes in this moment. Otherwise the glider might surge forward
below the pilot.
The Full Stall is a complex manoeuvre and the perfect execution can not be
explained in this manual. If you want to learn a proper full stall, it makes sense
to do this under professional guidance.
Vers.1.2/01.2013 P. 16 / 28
The available brake travel before stalling the wing depends on the size. It is
approximately 60cm for the MENTOR 3 19, 63cm for the MENTOR 3 21,
66cm for the MENTOR 3 23, 70cm for the MENTOR 3 25, and 73cm for the
MENTOR 3 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 occur 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 of 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 can enter the Deep Stall by applying both brakes. It is very
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 the brakes too much, the
glider will go back to normal flight. To 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 deep 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 enter a full stall ! You can exit the deep stall by 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. (The available brake travel before entering
a deep stall may be reduced significantly.)
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 MENTOR 3 we
never experienced a cravate but this situation can not be eliminated with any
paraglider.
Vers.1.3/03.2013 P. 17 / 28
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 cases, the turning happens quickly and will end in a
stable deep spiral without the pilot’s action. So it is important to react
quickly by counter steering.
2.) Opening the cravate by applying the brake with an impulse movement:
Some cravats can be opened with this method. It is important to keep
the wing in straight 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 react
quicker in a moment of danger.)
4.) Full stall: Many cravats can be opened 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 flight. 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 MENTOR 3 is very easy to launch on the winch. You should start to climb
at a flat angle.
We recommend the use of a towing device which accelerates the glider during
the winch launch.
Vers.1.2/01.2013 P. 18 / 28
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 important to adjust the length correctly. If you set it too 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.
We suggest adjusting the length quite long and then try to estimate the free
travel in flight to shorten it after the flight.
Using the accelerator in flight
The speed system is very effective and smooth running. The glide performance
is very good up to the maximum speed of the MENTOR 3. Please consider, that
the wing behaves more dynamic if a collapse occurs in accelerated flight. You
should be aware, that you might need more height to recover to normal flight!
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 shift weight, or push the speed bar asymmetrically. (If you push
the right side further, the wing will perform a left turn.)
You should 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 riser will get about 18cm
shorter than the C riser on the MENTOR 3 S and MENTOR 3 M.
Vers.1.3/03.2013 P. 19 / 28
Service and maintenance
General advice
To keep your glider in good condition for many years, please consider the
following advice:
• Don’t expose your glider to unnecessary UV radiation – for example
by leaving it on the landing site unpacked.
• Don’t fold the nylon rod reinforcements at the cell openings too hard.
• If you pack the glider when it is wet or just damp, it has to be dried
later. Don’t leave it packed in a wet condition!
• When you practice ground handling, avoid crashing the glider 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 stony surface!
• Humidity combined with dirt can lead to shrinking of the lines and
thereby to the wrong trim on your glider.
• Sand and Saltwater (sweat) may damage the lines in 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 water and a cleaning cloth. Never use any solvents.
If there is sand, dirt or small stones inside the canopy, you should remove them
because they will damage the coating of the cloth and the seams in the long run.
Repair
Repairs may only be 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 damage affects parts of a
seam, please contact NOVA. (info@nova-wings.com)
Vers.1.2/01.2013 P. 20 / 28
Check
We suggest a trim inspection (Nova Trim Tuning NTT) in the first year after the
date of purchase (new glider). In the case that the NTT is done, the next full
check (NFS: NOVA full service) has to be done 3 years after purchase (new
glider).
In the case of commercially used gliders, (tandems or school gliders) the NFS
has to be performed every year.
In the case that the NTT is not done, the wing needs a full check after 2 years.
The check expert can define the next check interval on the basis of the 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.nova-wings.com): Downloads: Check.
The date of purchase of the new glider is decisive for any deadline
concerning NTT and NFS, as well as for guarantee.
Independent from the deadlines mentioned above:
A check (NFS) has to be performed not later than after 200 hours of flight, or
after 400 flights. (Depending on what happens first.)
More information about our check system:
http://www.nova-wings.com/english/info_zone/ntt.html
Environment friendly behaviour:
Apart from self-evident things, like not leaving your rubbish behind, 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.1.3/03.2013 P. 21 / 28
Technical data
Size XXS XS S M L
Zoom factor 0.880 0.930 0.970 1.010 1.05
No. of cells 51
Span proj. m 8.46 8.90 9.32 9.72 10.11
Area proj. m² 18.46 20.33 22.3 24.26 26.21
Aspect ratio proj. 3.9
Span m 10.86 11.42 11.96 12.48 12.97
Area m² 21.68 24 26.33 28.65 30.96
Aspect ratio 5.43
Line diameter mm 0.6/0.7/0.8/1.3
Line length m 6.27 6.6 6.91 7.21 7.49
Line consumption m 216 227 238 249 259
max. profile depth m 2.49 2.6 2.72 2.84 2.95
min. profile depth m 0.62 0.65 0.68 0.71 0.74
Weight kg 5.1 5.3 5.5 5.9 6.2
Take-off weight
LTF/EN
1
kg 60-80 70-90 80-100 90-110 100-130
Places 1 1 1 1 1
Certification LTF/EN B B B B B
1
Pilot + total equipment
Vers.1.2/01.2013 P. 22 / 28
Overview risers
1 A1-riser 5 Main suspension loop
2 A2-riser (EARS) 6 Speed clips
3 B-riser (B-Stall) 7 Shackle
4 C-riser 8 Brake handle
Vers.1.3/03.2013 P. 23 / 28
Overview glider
1 Stem Lines 5 Top sail
2 Top Lines 6 Trailing edge
3 Bottom sail 7 Nameplate
4 Cell Openings
Vers.1.2/01.2013 P. 24 / 28
Line plans
Vers.1.3/03.2013 P. 25 / 28
Line lengths
MENTOR 3
Type of line
XS S M L
A1 470.4 491.3 Liros PPSL 160red
A2 477.3 499 Liros PPSL 160red
A3 446.1 466.5 Liros PPSL 160red
AG1 214.9 224.1 Edelrid A8000-U90r dsp
AG2 211.5 220.7 Edelrid A8000-U90r dsp
AG3 200.5 209.1 Edelrid A8000-U90r dsp
AG4 196 204.6 Edelrid A8000-U90r dsp
AG5 220.6 230 Edelrid A8000-U70r dsp
AG6 205.9 214.8 Edelrid A8000-U70r dsp
AG7 200.1 208.9 Edelrid A8000-U70r dsp
AG8 37.5 39.1 Edelrid A8000-U70r dsp
AG9 29.2 30.5 Edelrid A8000-U70r dsp
B1 467.9 488.3 Liros PPSL 160ye
B2 480.4 501.9 Liros PPSL 160ye
B3 450.2 470.9 Liros PPSL 160ye
BG1 210.1 219 Edelrid A8000-U90r dsp
BG2 206.7 215.8 Edelrid A8000-U90r dsp
BG3 190.6 198.8 Edelrid A8000-U90r dsp
BG4 186.7 194.9 Edelrid A8000-U90r dsp
BG5 210.1 219.1 Edelrid A8000-U70r dsp
BG6 196.2 204.7 Edelrid A8000-U70r dsp
BG7 191.3 199.8 Edelrid A8000-U70r dsp
BG8 36.7 38.3 Edelrid A8000-U70r dsp
BG9 30.5 31.8 Edelrid A8000-U70r dsp
C1 490.6 511.4 Liros PPSL 160ye
C2 501.8 523.5 Liros PPSL 160ye
C3 466.2 487.35 Liros PPSL 160ye
CM1 153.1 159.6 Edelrid A8000-U90r dsp
CM2 149.6 156.1 Edelrid A8000-U90r dsp
CM3 134.1 139.8 Edelrid A8000-U90r dsp
CM4 129.1 134.8 Edelrid A8000-U90r dsp
CG1 47.3 49.3 Edelrid A8000-U90r dsp
CG2 47.3 49.3 Edelrid A8000-U90r dsp
CG3 47.3 49.3 Edelrid A8000-U90r dsp
Vers.1.2/01.2013 P. 26 / 28
CG4 47.4 49.5 Edelrid A8000-U90r dsp
CG5 202.1 210.7 Edelrid A8000-U70r dsp
CG6 186.4 194.5 Edelrid A8000-U70r dsp
CG7 180.2 188.2 Edelrid A8000-U70r dsp
DG1 62.1 64.4 Edelrid A8000-U90r dsp
DG2 61.8 64.2 Edelrid A8000-U90r dsp
DG3 61.1 63.4 Edelrid A8000-U90r dsp
DG4 59.8 62.1 Edelrid A8000-U90r dsp
S 462.7 484 Liros PPSL120 or
SM1 116.4 121.4 Cousin 85 or
SM2 115.3 120.2 Cousin 85 or
SM3 94.6 98.7 Cousin 85 or
SM4 105.9 110.5 Cousin 85 or
SG1 33.6 35.1 Cousin 85 or
SG2 37.5 39.1 Cousin 85 or
SG3 32.6 34 Cousin 85 or
SG4 39.6 41.3 Cousin 85 or
FF 167 174 Edelrid 7850-240 or
F1 242.6 253.4 Cousin 85 or
F2 294.2 307.9 Cousin 85 or
FM1 227.9 237.5 Liros DC60 red
FM2 214.8 224.3 Liros DC60 red
FM3 151 157.4 Liros DC60 red
FM4 131 136.8 Liros DC60 red
FG1 122.8 128.0 Liros DC60 red
FG2 98.3 102.8 Liros DC60 red
FG3 96.6 100.7 Liros DC60 red
FG4 86.7 90.5 Liros DC60 red
FG5 82.0 85.5 Liros DC60 red
FG6 63.2 66.0 Liros DC60 red
FG7 73.3 76.4 Liros DC60 red
FG8 68.3 71.3 Liros DC60 red
Vers.1.3/03.2013 P. 27 / 28
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 above!
VERTRIEBSGESELLSCHAFT 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
Vers.1.2/01.2013 P. 28 / 28
Loading...