Swing Flugsportgerte GmbH reserves the right to alter or add to the contents of this
Manual at any time. You should therefore regularly visit our website:
www.swing.de
where you will find additional information relating to your Swing product and any
changes to the Manual. There is further information about the Swing website in the
section “Swing on the World Wide Web”.
The date and version number of this Manual are given on the front page.
Express written consent from Swing Flugsportgerte GmbH is required for any duplication of this
Manual, in whole or in part (with the exception of short quotations in specialist articles), and in any form
or by any means, whether electronic or mechanical.
The information and data found in this Manual may be altered at any time without notice. The fact that
this Manual has been made available does not confer any claim to the product descriptions, common or
trade names or other intellectual property.
WARNING
Read this Manual before using your glider!
Dear TWIN RS owner
THANK YOU FOR PURCHASING A SWING GLIDER.
We hope that flying a Swing glider will bring you many years of enjoyment. The innovative
design, first-rate materials and high quality workmanship of your glider set it apart from
others. Your Swing glider was developed to comply with all of the current safety and
certification requirements in Germany.
One of those requirements is that you familiarise yourself with the information and
instructions contained in this Manual regarding safety, equipment and service before using
your new glider.
If you have any questions which are not answered in this Manual, please do not hesitate to
contact Swing directly or your Swing dealer. Our contact details are in the Appendix.
Recommended weight range ....................................................................................................... 21
05FLYING THE TWIN RS .............................................................................................................. 22
FIRST FLIGHT ....................................................................................................................................... 22
LAYING OUT THE PARAGLIDER AND PRE-FLIGHT CHECK ................................................................................... 22
a situation where there is imminent
danger, which in all probability will lead to death or serious injury, if the instructions
given are not followed.
WARNING
Sections of text headed “Warning” indicate
a potentially dangerous situation, which
may lead to death or serious injury, if
the instructions are not followed.
CAUTION
Sections of text headed “Caution” indicate
a potentially dangerous situation, which
may lead to minor or slight injury, if the
instructions are not followed.
PLEASE NOTE
Sections of text headed “Please note”
indicate possible damage to property,
which may occur if the instructions are not
followed.
TIP
Sections of text headed “Tip” give advice
or tips which will make it easier to use
your paraglider.
01 Introduction
Manual
SWING requires you to familiarise yourself
with your new paraglider by reading this
Manual before your first flight. This will allow
you to acquaint yourself with its new features
and learn the best way to fly the paraglider in
various situations. It will also explain how to
get the most out of your paraglider.
Information in this Manual on design of the
paraglider, technical data and illustrations
are subject to change. We reserve the right
to make changes without prior notification.
Special text giving safety information is
identified in this Manual in accordance with
the ANSI Z535.6 standard.
This Manual complies with the LTF NFL II
91/09 guidelines at the time of certification
and forms part of the certification.
There are a total of three parts to the
Manual, which give the following information:
1. Manual (this document):
Instructions on getting started and using
the paraglider
2. Maintenance and Service Book
(Download):
Technical data and inspection information
specific to the particular glider
3. Inspection Information (Download):
General instructions and guidance on
carrying out the regular inspection of
paragliders
In this Manual, instructions which must be
followed in a particular order are numbered
consecutively.
< Where there is a series of pictures with
step-by-step instructions, each step has
the same number as the corresponding
picture.
d Letters are used where there is a series
of pictures but the order is not relevant.
Lists of parts
Numbers circled in red refer to various
parts of the item pictured. A list of the
numbers and the name of the part
labelled follows the picture.
Bullet points
Bullet points are used in this Manual for lists.
Example:
risers
lines
Manual on the internet
Additional information about your glider and
any updates to the Manual can be found on
our website at www.swing.de.
This Manual was current at the time of going
to print. It can be downloaded from Swing’s
website prior to print.
damage to nature and the areas in which we
fly.
Keep to marked trails, take your rubbish
away with you, refrain from making
unnecessary noise and respect the sensitive
biological equilibrium of nature.
Consideration for nature is required even at
the launch site!
If you are a smoker, please do not leave
cigarette butts behind.
Paragliding is, of course, an outdoor sport –
protect and preserve our planet’s resources.
Environmentally-friendly recycling
Swing gives consideration to the entire life
cycle of its gliders, the final stage of which is
recycling in an environmentally-friendly
manner. The synthetic materials used in our
gliders must be disposed of properly. If you
are not able to arrange appropriate disposal,
Swing will be happy to recycle the glider for
you. Send the glider with a short note to this
effect to the address given in the Appendix.
Swing Flugsportgeräte and the
environment
Protection of the environment, safety and
quality are the three core values of Swing
Flugsportgerte GmbH and they have
implications for everything we do. We also
believe that our customers share our
environmental awareness.
Respect for nature and the
environment
You can easily play a part in protecting the
environment by practising the sport of
paragliding in such a way that there is no
10
Section 2
Safety
WARNING
The safety advice given below must be
followed in all circumstances. Failure to do
so renders invalid the certification and/or
results in loss of insurance cover, and
could lead to serious injuries or even
death.
02 Safety
Safety advice
All forms of aerial sport involve certain risks.
When compared with other types of aerial
sport, paragliding has the lowest number of
fatal accidents measured according to the
number of licensed pilots.
However, few other sports demand such a
high level of individual responsibility as
paragliding. Prudence and risk-awareness
are basic requirements for the safe practice
of the sport, for the very reason that it is so
easy to learn and practically anyone can do
so. Carelessness and overestimating one’s
own abilities can quickly lead to critical
situations. A sound assessment of the
conditions for flying is particularly important.
Paragliders are not designed to be flown in
turbulent weather. Most serious paraglider
accidents are caused by pilots misjudging
the weather conditions for flying.
Paragliders themselves are extremely safe.
In the type certification tests, all component
parts of a paraglider must withstand eight
times the load of normal flight. There is a
three-fold safety margin compared to the
maximum extreme load occurring in flight.
This is higher than the two-fold margin usual
in aviation. Accidents caused by material
failure are therefore practically unheard of in
paragliding.
In Germany, paragliders are subject to the
guidelines for air sports equipment and must
not under any circumstances be flown
without a valid certification. Independent
experimentation is strictly prohibited. This
Manual does not replace the need to attend
training at a paragliding school.
A specialist must test-fly and inspect the
paraglider before your first flight. The testflight must be recorded on the paraglider
information label.
Carry out your first flight with the paraglider
on a training slope. For this flight and for all
other flights, you must wear an approved
helmet, gloves, firm shoes with anklesupport and suitable clothing. Only fly if the
wind direction, wind speed and current and
forecasted weather conditions guarantee a
safe flight.
Be aware of the special responsibility you
have as the pilot in a tandem flight and bear
in mind the particular features of tandem
flying when you are making decisions before
and during the flight.
Familiarise yourself with any applicable
regional and national laws and regulations
before you fly.
This Manual must be passed on to any new
owner of the glider. It forms part of the
certification and belongs with the glider.
The TWIN RS was developed and tested
solely for use as a paraglider for foot-launch
and for winch-towing. Any use other than as
intended is not permitted. Do not under any
circumstances use the paraglider as a
parachute. Acrobatics are not permitted.
Observe the other specific safety advice in
the various sections of this Manual.
Safety notices
Safety notices are issued when defects arise
during use of a paraglider which could
possibly also affect other gliders of the same
model.
The notices contain instructions on how to
inspect the gliders concerned for possible
faults and the steps required to rectify any
faults.
Safety
Section 2
11
WARNING
The paraglider owner is responsible for
carrying out the action required by the
safety notice.
Swing publishes on its website any technical
safety notices and airworthiness instructions
which are issued in respect of Swing
products. We will also send you safety
notices directly by email if you have
registered your product (refer to “Product
Registration” in the section “Swing on the
World Wide Web”).
Safety notices are released by the
certification agencies and are also published
on the relevant websites. Services such as
RSS are also available which allow
internet users to follow various
websites and any changes made
to them without having to access
them individually. This allows
much more information to be
followed than was previously the case. You
should therefore visit the safety pages of the
certification agencies on a regular basis and
keep up-to-date with new safety notices
which cover any products connected with
paragliding (refer to Appendix for addresses).
Disclaimer and exclusion of
liability, Operating limits
Use of the paraglider is at the pilot’s own
risk!
The manufacturer cannot be held liable for
any personal injury or material damage
which arises in connection with Swing
gliders. The certification and warranty shall
be rendered invalid if there are changes of
any kind (incl. glider design, brake line
changes beyond the permissible tolerance),
or incorrect repairs to this glider, or if any
inspections are missed (annual and twoyearly check).
Pilots are responsible for their own safety
and must ensure that the airworthiness of the
equipment is checked prior to every flight.
The pilot should launch only if the paragliding
equipment is airworthy. In addition, when
flying outside of Germany, pilots must
observe the relevant regulations in each
country.
The paraglider may only be used if the pilot
has a valid licence for the area or is flying
under the supervision of an approved flying
instructor. There is no liability on the part of
third parties, in particular the manufacturer
and the dealer.
Disclaimer and exclusion of liability
In terms of the warranty and guarantee
conditions, the paraglider may not be used if
any of the following situations exists:
the inspection period has expired, or the
inspection has been carried out by
unauthorised agencies or people
the pilot has insufficient experience or
training
the pilot has incorrect or inadequate
equipment (paraglider, protection and
helmet)
the glider is used for winch launching
using a winch which has not been
certified or by non-licensed pilots and/or
winch operators
Operating limits
The paraglider may only be used within the
operating limits. These have been exceeded
if any of the following situations exists:
the take-off weight is not within the
permissible weight range
the glider is flown in rain or drizzle, cloud,
fog and/or snow
the canopy is wet
there are turbulent weather conditions
and/or wind speeds on launch higher
than 2//3 of the maximum flyable
12
Section 2
Safety
airspeed of the glider (based on take-off
WARNING
It is imperative that the instructions
contained in this Manual are followed at all
times.
Failure to do so renders invalid the glider’s
certification and/or results in loss of
insurance cover. Furthermore, it could
lead to serious injuries or even death.
This applies in particular, but not only, to
the instructions given in the sections
Safety, Flying the TWIN RS, Types of Use
and Dangerous Situations and Extreme
Flying.
weight)
the air temperature is below -30°C or
above 50°C
the glider is used for aerobatics/extreme
flying or flight manoeuvres at an angle
greater than 90°
there have been modifications to the
canopy, lines or risers which have not
been approved
Note also, as part of the operating limits,
that:
the TWIN RS is designed for solo or
tandem paragliding
use by more than two people is
prohibited
Safety
Section 2
13
WARNING
The descriptions of flight characteristics
contained in this Manual are all based on
test flights, which were carried out under
standardised conditions.
The classification gives merely a
description of the glider’s reactions to
these standardised tests, generally
without any intervention by the pilot.
The complexity of the paraglider system
means that the standardised tests can
give only a partial description of the
glider’s flight behaviour and reactions to
disturbances. Even a small alteration in
individual parameters can result in flight
behaviour which is markedly modified and
different from the description given.
Glider categories and
guidelines
The Deutsche Hängegleiterverband (DHV)
has worked together with its safety
department and other German testing bodies
to develop directives for certification which
are based on many years of analysing
paraglider accidents and on the experience
of flying schools, flying instructors and safety
officers. These directives should help pilots
to select the glider which is appropriate for
their particular level of flying ability.
The information below about flight
characteristics and pilot skills required relate
to the classifications used in EN/LTFcertification and are taken in part from the
LTF. There is also further information on the
website of the relevant licensing body.
EN/LTF certification
In the testing body’s final classification, the
TWIN RS was given a class B rating.
Description of flight characteristics
Paragliders with good passive safety and
forgiving flying characteristics. Gliders with
some resistance to departures from normal
flight.
Target group and recommended
flying experience
The TWIN RS is particularly suitable for
tandem pilots who are looking for absolute
flying enjoyment with the highest level of
safety and performance for themselves and
their passengers.
It is also ideally suited for professional use
thanks to its straightforward flight
characteristics and well thought-out design
details.
The TWIN RS is also certified for use as a
solo glider when the vario-riser is used.
This means it is also suitable for heavier
pilots who are looking for direct handling
combined with very good glide performance
and outstanding features in thermal flight.
Description of pilot skills required
For pilots who fly “actively” and regularly and
who are able to stabilise the glider overhead
even in turbulent conditions.
Suitability for training
The TWIN RS is suitable for use as a training
glider.
14
Section 3
Technical description
dotted line:
brake line, same distribution as rigging
lines, two “middle” levels
Fig. 1: TWIN RS CAD-design
03 Technical description
General layout illustration
TWIN RS – BI different
The TWIN RS sees SWING take a
completely new approach in the technical
design of paragliders made for tandem flight.
For the first time the RAST system is being
used for a tandem glider. This has made it
possible for our R&D team to utilise the
advantages of a larger surface area, and
there are marked improvements when it
comes to launch behaviour, speed, stability
and handling.
The RAST technology means that the
glider’s launch behaviour is very harmonious
and forgiving, so there is no stress even if
the conditions are unfavourable and/or the
passenger is hesitant in the launch run-up.
The take-off speed stays low even with
maximum load, which makes the launch runup easier. What is most noticeable is that
RAST makes launch behaviour simpler when
there is a tailwind or no wind.
Once in the air, you will be impressed by the
TWIN RS’s sensational climb rate even when
conditions are light. If there is ever any
turbulence, RAST ensures extremely high
canopy stability and additional safety.
It is no exaggeration to describe the flare
characteristics of the TWIN RS as
outstanding and they make a gentle landing
a piece of cake.
Line system
The TWIN RS has A, B and C- line levels,
which fork twice from the bottom (riser) to the
top (canopy) and which are divided into
main, intermediate and top lines. The
individual line levels are connected with one
another using the “handshake knot” (loop to
loop knot).
The Maintenance and Service book has a
detailed line connection plan, showing the
individual levels, connections and line
descriptions.
With the brake lines, the individual levels are
bundled at the end with the main brake line.
This runs through the brake pulley on the
riser and is knotted at the brake swivel of the
control handle. There is a mark on the main
brake line which allows the control handle to
be correctly positioned.
The main lines are all attached to the risers’
Maillon quick links. They are fed through
special elastic rings and attached to prevent
the lines from slipping and to ensure that
they stay in the correct position.
Technical description
Section 3
15
WARNING
The paraglider is delivered ex factory with
the Maillon quick links secured using
Loctite (a strong thread-locking
compound) to prevent unintentional
opening. After service work, any quick
links which have been opened must be
secured again against unintentional
opening.
Technical Data
TWIN RS
Class
B
Take-off weight [kg]
140 - 225
Number of seats
2
Cells
49
Wing area [m²]
45,0
Projected wing area [m²]
38,4
Wing span [m]
16,0
Wing span projected [m]
12,7
Aspect ratio
4,2
Aspect ratio projected
5,7
Trim speed [km/h]
38±3
Max. speed [km/h]
50±3
Glider weight [kg]
7,55
Risers
The 25mm wide risers specially developed
for the TWIN RS allow the pilot to use a
trimmer to adjust the speed of the TWIN RS
to suit individual preferences.
The riser also has a “big ears” support
feature.
There is more information on use of these
features in the section “Flying the TWIN RS”.
16
Section 4
Setting up the TWIN RS and test-flying
WARNING
A specialist must test-fly and inspect the
glider before your first flight. The test-flight
must be recorded on the paraglider
information label.
WARNING
Any changes which have not been
approved or improper repairs to this
paraglider render invalid the certification
and warranty.
04 Setting up the TWIN
RS and test-flying
Before the first flight
The TWIN RS goes through several quality
control checks during production before
finally undergoing a detailed type
certification test. Conformity with the
certified reference model is checked and
certified before the glider is delivered to the
customer. Extreme care is taken in the
manufacture of all patterns, lines and riser
lengths. They show a high level of precision
and should not be altered under any
circumstances.
Adjusting the main brake lines
The TWIN RS is delivered ex factory with a
brake adjustment which is marked on the
brake lines and conforms to the certified test
sample.
This adjustment allows the pilot to steer and
land the glider almost without delay.
The main brake lines are checked by the
specialist before the test flight, and must be
fastened so that the mark is visible about
5mm above the knot.
The brake line length must not be
shortened.
Factory setting
Correctly installed brake lines have about
10cm of feed. This is how far you must pull
down the brakes before the trailing edge of
the paraglider starts to move downwards
and begins to brake. Note that the brake
cascades already cause drag by their
aerodynamic resistance.
The TWIN RS comes factory-set for optimal
handling so it is therefore not normally
necessary to alter the brake length.
However, you are able to lengthen the brake
setting if necessary to suit your personal
requirements.
If the brake adjustment is altered, under no
circumstances should it exceed or fall below
the tolerance levels given in the
Maintenance and Service Book for the
TWIN RS.
Incorrect adjustment
If the brake lines are too long, the paraglider
reacts slowly and is difficult to land. The
brake lines can be adjusted during flight by
wrapping them around your hands which will
improve the flight characteristics. Adjust the
brake lines to the correct length after you
have landed. Changes to the braking
distance should always be made in small
increments of no more than 2 to 3cm and
must be tested on a training slope. The left
and right brakes must be adjusted
symmetrically.
If the brakes are shortened, care must be
taken that the paraglider is not slowed down
in trim and accelerated flight because of the
brake lines then being too short. Safety
issues may arise and performance and
launch behaviour may deteriorate if the
brake lines are shortened too much.
Setting up the TWIN RS and test-flying
Section 4
17
WARNING
The following risks could arise if the brake
lines are too short:
there could be an early stall
the paraglider does not launch well
and there is a risk of deep stall
the paraglider exhibits dangerous
behaviour in extreme flying
the trailing edge of the paraglider is
braked in accelerated flight which, in
an extreme case, could cause a
frontal collapse
TIP
Environmental conditions can also cause
the brake lines to shorten.
Brake line length should therefore be
checked regularly, particularly if there is
any change in launch or flight
characteristics.
WARNING
Loose, unsuitable or incorrectly tied brake
line knots can cause the main brake line
to loosen and then lead to loss of control
of the glider.
Ensure that only double overhand or
bowline knots are used and that they are
tied correctly.
Fig. 3: Bowline knot
Brake knots
The overhand knot and bowline knot shown
below are the most suitable for connecting
the brake line to the brake handle.
Fig. 2: Overhand knot
Adjusting the brake handles
The TWIN RS is fitted with Swing’s Multigrip
brake handles, which allows the stiffness of
the grip area to be adjusted. The various
options for stiffening the brake handles
allow them to be altered to suit the pilot’s
particular preferences. There are 4 levels of
stiffness possible using various
combinations of the stiffening options. The
18
Section 4
Setting up the TWIN RS and test-flying
pilot is able to choose the appropriate
degree of stiffness by simply taking out or
inserting the various parts.
Fig. 4: Removing the stiffening from the Swing
Multigrip brake handle and replacing it
Multigrip brake handle on delivery with both
stiffeners
Multigrip brake handle after removing both
stiffening rods. These are the various parts:
Firm stiffening (bar)
Soft stiffening (tube)
Multigrip brake handle without stiffening
Brake swivel
Main brake line
The procedure is the same to insert the
stiffeners: turn the Multigrip brake handle
inside out and push the stiffening bar/tube
into the handle again through the opening.
There is also a swivel where the brake
lines/brake handles connect to prevent the
brake lines from twisting.
To remove the stiffeners, turn the Multigrip brake
handle inside out and push the two small rods out
through the opening
Setting up the TWIN RS and test-flying
Section 4
19
Speed system (trimmer)
WARNING
Problems (such as collapses or tucks)
have a more drastic effect with increased
speed than in unaccelerated flight. It is
generally recommended that you do not
use the speed system in turbulent areas
and when flying close to the ground,
because of the increased risk of collapse.
The TWIN RS already has a high basic trim
speed, but this can be increased
considerably by using the additional speed
system. It is particularly useful if there is a
strong headwind, for valley crossings or to
leave a dangerous area quickly, provided
conditions allow it to be used safely.
The B, C- and D-risers can be altered in
length using the trimmer. This decreases the
canopy’s original angle of attack and the
glider’s speed increases.
Fig. 6: TWIN RS risers showing how the trimmers work
20
Section 4
Setting up the TWIN RS and test-flying
Tandem spreader bar
SWING offers suitable spreader bar TWIN
RS. They are offering various hangpoint
options to allow for height and/or weight
differences between the pilot and passenger.
These are shown in Fig. 8.
Differences in height are offset by attaching
the passenger's carabiners in the upper,
middle or lower loops (B1, B2 or B3) on the
front of the spreader bar.
We recommend that you use a steel
carabiner with adequate breaking strength as
the carabiner for the main hangpoint. Please
familiarise yourself with your country’s
national regulations.
Fig. 8: Tandem spreader bar
Setting up the TWIN RS and test-flying
Section 4
21
Suitable harnesses
For solo flight, the TWIN RS can in principle
be used with harnesses with seat board
which have “GH” or race classification.
For passengers, in principle all certified
harnesses which have “GH” classification are
suitable.
Make sure that the two harnesses are
compatible and have adequate back
protection.
Be aware too that the relative braking
distance can also alter with the height of the
attachment point. You are able to alter the
height of the brake line pulley on the riser.
Please contact Swing directly or your Swing
dealer if you have any questions or concerns
about using your harness with the TWIN RS.
Reserve
It is a mandatory requirement to carry an
approved reserve for use in emergency
situations where the paraglider fails and
recovery is not possible, for example after
colliding with another sports aircraft.
The permissible weight for which the rescue
system is certified must be at least the same
as the takeoff weight on the tandem glider.
For tandem flights, the rescue system lines
must be attached to the carabiners between
the riser and the spreader bar hangpoint, so
that, if there is an emergency landing, the
pilot and the passenger land at
approximately the same time.
Unlike with tandem flying, for solo use, the
rescue system lines must be attached to the
special attachment points on the pilot’s
harness.
The connecting links between the reserve
and the hangpoint (carabiner or additional
screw-lock link) must have a minimum
breaking strength of 24kN each.
It must be possible for the pilot to deploy the
reserve from any flying position. It is a
requirement in Germany that it is not
possible for the passenger to deploy the
reserve. Please familiarise yourself with the
relevant laws and regulations in other
countries before you fly.
Recommended weight range
The TWIN RS must be flown within the
permitted weight range.
The weight refers to take-off weight: pilot and
passenger weight, incl. clothing, glider,
harness, motor (if used) and equipment.
Work out your take-off weight by weighing
yourself with all of your equipment and your
backpack. Find out your passenger’s weight
as well.
Swing offers the TWIN RS in two sizes. In
choosing the correct size, you should take
into account your weight and the intended
purpose of your.
If you would like to fly only tandem, the size
you choose depends on your weight and the
weight of your passengers.
If the weight range is adequate and you
prefer very dynamic flight behaviour with fast
reactions and without hesitation, you should
choose a high wing-loading, i.e. the smaller
model.
You should choose the larger model if you
prefer to cover a very wide weight range for
your passengers.
The TWIN RS reacts to weight changes only
by slightly increasing or reducing trim speed,
with little noticeable influence on glide
performance. You can therefore choose the
size completely according to your own flying
style.
22
Section 5
Flying the TWIN RS
05 Flying the TWIN RS
WARNING
If there are obvious folds in the glider
because it has been tightly packed or
stored away for a long time, then the pilot
should carry out some practice inflations
before first launch and smooth out the
trailing edge a little. This ensures that the
flow profile is correct during launch. It is
particularly important in low temperatures
that the trailing edge is smoothed out.
WARNING
Do not overestimate your own abilities. Do
not allow the glider’s classification or the
behaviour of other pilots to make you
careless.
WARNING
A careful pre-flight check is required for
any type of aircraft. Make sure that you
exercise the same level of care each time
you carry out the check.
First flight
Carry out your first flights only during stable
weather, and in a familiar area or on a
training slope. You should steer gently and
carefully to begin with so that you can
become accustomed to the reactions of the
glider without being under any stress.
Laying out the paraglider and
pre-flight check
Before launching, always check the
following:
Are there any tears in the glider or other
damage?
Are there any knots or tangles in the
lines?
Are the brake lines clear and attached
firmly to the handle?
Are the brake lines adjusted to the
correct length?
Are the quick links to the lines and risers
closed and secured?
Is the canopy dry?
Are the risers and seams in good
condition?
Is the harness in good condition?
Is the handle for the reserve chute
secure?
Place the paraglider with its upper surface
against the ground and spread it out so that
the leading edge is slightly curved.
Carefully sort out all the rigging lines and
make sure that there are no lines underneath
the canopy, tangled or caught up in any way.
Flying the TWIN RS
Section 5
23
WARNING
The pilot must work actively to keep the
glider on the ground in higher wind speeds
(from approx. 6 m/s), otherwise the glider
may rise above the pilot unintentionally.
PLEASE NOTE
When reverse launching or when groundhandling, be careful not to loop the brake
lines through the risers because this can
damage the risers.
WARNING
Flying too slowly close to stall speed
increases the risk of an unintentional
asymmetric or full stall. This speed range
should therefore be avoided and used
only on landing.
7-point check
The 7- point check is carried out immediately
before launch to check once again the most
important safety points. It should always be
carried out in the same sequence so that
nothing is overlooked. The 7 points are:
1. Is the personal equipment of both pilot
and passenger correct (harness,
carabiners, reserve, helmet) and are all
straps done up?
2. Is the canopy arranged in a half-moon
shape and are all the air-entrances
open?
3. Are all the lines untangled and are any
lines under the canopy? Are the risers
free from twists?
4. Does the weather, in particular wind
direction and strength, allow a safe
flight?
5. Are the airspace and launch area clear?
6. Is the [tandem set-up] functioning
properly, and are the passenger and
pilot correctly clipped in?
7. Is the reserve system properly installed?
Launch
We recommend a forwards launch if there is
little wind. Pull up the glider with the lines
stretched. It is not necessary to use any
momentum to launch the TWIN RS and/or to
start running with slack lines.
Launch the TWIN RS with the trimmers
closed or slightly open.
While the glider is rising, guide the A-risers
evenly upwards in an arc, without shortening
them. Avoid pulling hard on the risers. The
TWIN RS launches very easily and is easy to
control. Launching is even easier if the
canopy is arranged in a half-moon shape.
The TWIN RS is suitable for reverselaunching from wind speeds of 3m/s. The
pilot turns around to face the glider with the
updraft coming from behind. Pulling on the
front lines makes the canopy start to rise
above the pilot, as in a forwards launch. The
pilot should turn around into the direction of
flight when the canopy reaches its highest
point, and can then begin to run and take off.
This method of launch makes it easier for the
pilot to control the rising of the canopy and to
carry out fine-tuning, so is therefore
recommended in strong winds.
Level flight
When the brakes are open, the TWIN RS’s
flight is stable and level. The brake lines can
be used to adjust the speed according to the
flight situation, to ensure the optimum level of
performance and safety.
The best glide speed in calm air on the TWIN
RS is achieved with the brakes fully open.
Minimum sink is reached by pulling approx.
10 cm of brake. If the brakes are pulled
more, the sink does not reduce any further,
the control pressures increase noticeably
and the pilot reaches minimum speed.
24
Section 5
Flying the TWIN RS
WARNING
In the spiral dive, very high turn speeds
can be reached with an increase in
acceleration due to gravity (up to over 6g),
so exercise care when attempting this
manoeuvre. Take note of the following:
Do not enter the spiral dive by way of a
wingover. High sink rates can be reached
very quickly by doing this. It is not possible
to gauge the sink rates safely.
Do not continue the spiral dive for too
long: it could cause a loss of
consciousness.
Always maintain ground clearance of 150-200m. The manoeuvre must be
exited at this height above ground.
Spiral dives with “big ears” lead to
extreme loading of the open section of the
canopy. This move is prohibited in
Germany.
Turns
With the TWIN RS, Swing has developed a
glider which reacts immediately to steering
input and is extremely responsive. The TWIN
RS performs best in turns when it is flown
with sufficient speed and using weightshifting. Too much braking increases the sink
rate.
The TWIN RS has extremely low negative
tendency, so it can also be turned in a tight
area by carefully pulling the inside brake line.
If the brakes are applied more, the bank
attitude increases and the glider will fly a fast
turn increasing in steepness, which will
eventually become a spiral dive (further
information on this is in the section “Spiral Dive”).
Rapid descent methods
Many flying situations call for a very rapid
descent to avoid a dangerous situation, e.g.
the upcurrent from a cumulus cloud, an
approaching cold front or a storm front.
Rapid descent methods should all be
practised in calm conditions and at sufficient
altitude so that a pilot is then able to employ
them effectively if extreme conditions arise.
The rapid descents are divided into three
different manoeuvres which increase the sink
rate in a safe and controllable manner.
Spiral dives
The spiral dive is the most effective method
for making a rapid descent, and can allow
sink rates of up to 20 m/s to be reached. It is
suitable where there is a high ascent rate
and little wind.
The certification tests differentiate between
sink rates over and under 14 m/s. The TWIN
RS automatically recovers from the spiral
dive within one turn up to 14 m/s. Above 14
m/s, it may be necessary to break the
outside half of the wing and/or weight- shift
to the outside to recover from the spiral. With
a sink rate up to 20 m/s and a neutral
position of the pilot, the spiral does not
tighten automatically. Exiting the manoeuvre
at high sink rates can take several turns.
Given the complexity and the possible risks
of the spiral dive, SWING recommends that
this manoeuvre be learnt under qualified
instruction.
Starting the manoeuvre
Begin the spiral dive whilst flying at full speed
by flying a turn which becomes tighter and
tighter and by using weight- shifting to the
inside (refer here also to the section “Turns”).
The bank angle and sink rate are controlled
by carefully applying or releasing the inside
brake.
Look down before and during the spiral dive
to maintain a constant check on your
distance from the ground.
Flying the TWIN RS
Section 5
25
TIP
The outer wing tip may collapse during the
spiral dive although this is no cause for
concern. It can be avoided by lightly
braking on the outside. Release the
brakes carefully.
DANGER
At a high sink rate (above 14 m/s) it may
be necessary to brake the outside half of
the wing and/or to use weight-shifting to
recover from the spiral.
In addition, several turns with a
corresponding loss of altitude may be
required to exit the manoeuvre.
DANGER
You must immediately deploy your
reserve if you lose control of the glider and
the sink rate and you find yourself in a
stable spiral.
The spiral may lead to loads and/or
disturbance to consciousness which
prevent later deployment of your reserve.
TIP
Pull down the B-risers only until there is
no airflow. If they are pulled down any
further, the glider could go into a
horseshoe.
Check before and during the B-stall that
the airspace beneath you is clear.
WARNING
The canopy speeds up after the B-risers
have been released until the airflow
returns. Under no circumstances should
the brakes be applied at this time.
This manoeuvre should be avoided at low
temperatures. Pilots should be aware that
this considerably increases the tendency
to deep stall.
Recovery
Recover from the spiral dive slowly and
steadily over several turns, keeping your
body weight in a neutral position. The inside
brakes are gradually released. If the brakes
are released too quickly, the increased
speed can cause the wing to climb, become
unsettled or partly collapse.
Recovery can be assisted by braking lightly
on the outside.
If the glider does not stop turning, this can be
stopped by weight-shifting to the outside of
the turn.
B-Stall
In the B-stall, a stall is provoked and the
paraglider sinks vertically with a sink rate of
approx. 8 m/s. The B-stall is suitable when
there is an average ascent rate and little
wind.
Starting the manoeuvre
Grasp both of the B-risers on the mallions at
the coloured mark. Pull both B-risers evenly
down until the airflow is broken and the wing
goes completely into vertical descent flight
mode. The B-risers should then be held in
this position to ensure a gentle descent.
Recovery
Return the B-risers quickly and evenly into
their normal position. The glider may go into
a deep stall if they are released too slowly or
into a negative spin if not released
symmetrically. If this happens, the speed
must be increased using the speed system
or by pulling the A-risers forward.
26
Section 5
Flying the TWIN RS
WARNING
The technique of big ears causes a higher
load for the line groups which are still
weight-bearing. Therefore, do not fly any
extreme manoeuvres with big ears.
This manoeuvre should be avoided in low
temperatures. Pilots should be aware that
this increases the tendency to deep stall.
WARNING
Always fly with sufficient speed when you
are near the ground (well above stall
speed) to avoid an unintentional stall.
Big ears
“Big ears” are the simplest method for rapid
descent and have a sink rate of 3-5m/s. The
advantage of big ears is that the glider
continues to fly straight, meaning that a
danger area can be avoided. It is even
possible to land using big ears, for example
on a top-landing to compensate for the
updraft.
The TWIN RS has a big ears support feature
to make the big ears manoeuvre more
comfortable. This allows the pilot to fasten
the shortened outer A-lines to the riser so
that it is not necessary to keep on holding
them down.
The wing-loading increases by the reduction
in the wing’s surface area, the wing becomes
more stable against collapses in turbulence.
Nevertheless, the air resistance of the wing
also increases, and it flies more slowly and
closer to the stall limit. To counter this and to
increase the effectiveness of the sink, the
speed bar is generally also used in
combination with big ears.
Starting the manoeuvre
Start the “big ears” manoeuvre by pulling
both outer A-lines downwards. This should
start the manoeuvre by folding down a
sufficiently large part of the wing tips so that
the pilot does not then have to counteract the
tendency to reopen. If the surface area which
tucks under is too small (“ears” flapping, high
holding forces) re-open the ears and then
pull down and hold the A- lines a little more
firmly.
The most comfortable way to do this is to pull
down the outer A-lines by the handle to their
limit and then to attach the lines by the knot
into the fastener.
The ears are thus held at the ideal level.
The brake lines are held steady and the pilot
uses weight-shifting to steer the paraglider.
You can now descend safely on the stable
middle part of the wing. The brakes must not
be shortened during the manoeuvre, e.g. by
wrapping the brake lines.
Recovery
To recover, quickly let go of both A-risers.
If you have attached the A-lines into the
fastener, release them by a quick tug on the
handle and then quickly guide the handles
upwards.
Assist the opening process by a short,
impulsive pumping motion with the brakes if
the ears do not open automatically.
Landing
There are no specific characteristics to
observe during landing. Prepare for landing
by making a straight approach flight into the
wind and allow the glider to decelerate at trim
speed. At 1m above the ground, the brake
lines are pulled down as far as they will go,
so that the paraglider has been fully braked
just before the ground is reached.
The brakes should be applied in a more
regulated manner if there is a strong
headwind. Landing out of a steep turn or a
rapid change of direction before landing
should be avoided because of the pendulum
effect caused.
Types of Use
Section 6
27
06 Types of use
WARNING
The most common cause of stall on winch
is releasing the A-risers too early while the
glider is rising. The pilot should ensure
that the canopy is above him before the
“start” command is given.
Any changes to direction using the brakes
should not be carried out until the canopy
is already above the pilot, as too much
brake can cause the glider to fall down
again or be towed in a non-flyable
condition.
WARNING
If a webbing release system is used, there
is an increased risk of lockout, which can
be detected by the fact that the apparatus
does not fly towards the winch and control
pressure by the pilot is not sufficient to
correct this. You should therefore check
regularly the position and alignment of the
glider to the pilot during towing, because
the towing rope hangpoint located well in
front of the pilot encourages the glider to
turn towards the pilot, and this may not be
detected.
The TWIN RS was developed and tested for
use solely as a paraglider for foot launch and
winch launch. Any use other than as
intended is prohibited.
Winch launch
The procedure for a winch launch is similar in
its initial stages to a forwards launch. After
the canopy has been pulled up to its highest
point, the pilot rises from the ground by the
tension of the tow line. Under no
circumstances should the “start” command
be given before the glider is completely
under control. Major changes to direction
should be avoided during the launch phase
and before reaching a safe altitude. After
having left the ground, the pilot will be slowly
towed in a flat angle up to the safe altitude of
50m. During this phase, the pilot must
remain ready to run and must not sit back in
the harness, so that it is possible to land
safely in the event that the winch or tow rope
fails. Ensure that the glider is flown with open
brakes so that the angle of attack is not
increased further by the brakes.
On a winch launch, the glider should if
possible be steered only by weight-shifting.
Brisk, forceful steering input with the brakes
can be used to help correct direction, without
braking the glider too much and stalling it.
In general, Swing recommends winch
launching with a slightly accelerated glider so
as to increase further the safety reserves for
towing.
The trimmers should therefore be half-open
on a winch launch.
After release, return the trimmers to a
position which suits the conditions.
Winch-towing requires special training and
special regulations must be observed. These
are:
The pilot must have completed the
appropriate training and hold a licence
(which includes tandem flights).
The winch and release must have a
certificate of compliance which covers
the towing of (tandem) paragliders.
The winch operator must have
undertaken training which includes the
towing of (tandem) paragliders.
The TWIN RS may not be towed with
more than the permissible towline
tension.
28
Section 6
Types of Use
TIP
For a winch launch too, laying out the
canopy in a half-moon shape will help to
ensure that it fills and rises evenly on
launch.
This considerably reduces the need to
make corrections during launch, allowing
a controlled and safe launch.
WARNING
Any type of acrobatic manoeuvre on the
TWIN RS is illegal. This would put at risk
the lives of the pilot and the passenger.
Acrobatics involves a risk of unpredictable
flight attitudes which could lead to material
damage and structural failure.
WARNING
When using rigid tow releases, the
release/shackle distance should be
extended sufficiently (cord or webbing
strap) and the release must be secured
with a retaining cord so that it does not fly
back (in the event of towline failure).
When using the release system
attachment, ensure that the distance
between the risers is not reduced (risk of
twist).
WARNING
If you are using a front-mounted reserve
system, it is important to ensure before
first launch that it can be deployed without
any obstruction. If this is not the case,
then only a webbing release system
should be used.
The paraglider must not under any
circumstances be towed by motor vehicle or
motor boat etc. if you do not have the
appropriate towing equipment and a suitable
winch operator.
Attaching the towline release system
The optimal attachment point for the towline
release should be as close as possible to the
system’s centre of gravity. The ideal
attachment point on a paraglider is level with
the harness hang point or directly on the
risers.
For tandem use, the optimal attachment
point is the passenger’s harness hangpoint.
Make sure that the passenger is not able to
undo the release accidentally and make sure
that the pilot is able to undo the release from
any position.
Motorised flight
In Germany, motorised use of paragliders
requires an additional certification. If you
wish to fly the TWIN RS with a motor, then
please contact Swing, the manufacturer of
the engine unit or an LBA-approved testing
agent. The addresses are in the Appendix.
Aerobatics
In Germany, it is prohibited to perform
aerobatics using a paraglider, which under
German law is included in the term “aerial
sports equipment” - Luftsportgert.
Aerobatics is defined as flight manoeuvres at
an angle greater than 135° along the
longitudinal (roll) axis or lateral (pitch) axis.
The TWIN RS was not developed or tested
for aerobatic use.
Dangerous situations and extreme flying
Section 7
29
07 Dangerous situations
WARNING
These instructions are not a substitute for
the need for safety training. We therefore
recommend that you take part in special
safety training which will teach you how to
handle extreme situations.
WARNING
Always keep within the recommended
operating limits. Do not perform aerobatics
and avoid extreme loading such as spirals
with big ears. This will prevent accidents
and avoid over- loading the glider.
In turbulent conditions, always keep
enough distance from rock faces and
other obstacles. Time and sufficient
altitude are needed to recover from
extreme situations.
Deploy your reserve if the corrective
manoeuvres described in the following
sections do not return the glider to a
controllable flying position or if there is not
enough altitude for correction.
and extreme flying
Dangerous situations
Pilot error, extreme wind conditions or
turbulence which the pilot does not notice
quickly enough may put the wing in an
unusual flying position, requiring special
reaction and skills on the part of the pilot.
The best way to learn how to react calmly
and correctly in a serious situation is to
attend safety training, where you will learn
how to manage extreme situations under the
guidance of a professional.
Ground-training is another safe and effective
way to familiarise yourself with your glider’s
reactions. Launch can be practised, as can
small flying manoeuvres, such as stall,
asymmetric collapse, front stall etc.
Any pilot who flies in turbulent conditions or
who makes an error in handling the glider is
at risk of getting into an extreme situation. All
of the extreme flight figures and flight
attitudes described here are dangerous if
they are carried out with inadequate
knowledge, without the right safety altitude or
without training.
Please note that all of the manoeuvres
described in this Manual were carried out for
the purposes of the type-test certification with
a GH harness with a carabiner distance
(centre to centre) of 42 cm.
Flight behaviour may vary from that
described in this Manual if a different
harness is used.
Safety training
Taking part in safety training is in principle
advisable in order to familiarise yourself with
your glider and the correct reactions in
extreme situations. However, safety training
also subjects your equipment to extreme
loads.
Material stress and damage
Swing advises against subjecting the
materials of the TWIN RS to excessive stress
during a safety training (SIV) course.
Uncontrolled flight positions can occur during
safety training, which are outside the
manufacturer’s limits for the paraglider and
which can put the glider under excessive
stress.
Trimming the line lengths and canopy
material after safety training can lead to a
general deterioration in flight characteristics.
Damage as a result of safety training is not
covered by the warranty.
30
Section 7
Dangerous situations and extreme flying
WARNING
Counter-steering too strongly on the
inflated side of the glider can result in a
stall and to further uncontrolled flight
manoeuvres (cascade of events).
WARNING
Full stall and spin are manoeuvres which
can be fatal if recovery is not correct.
These manoeuvres should therefore be
avoided. However, it is important to learn
how to recognise the indications that a
glider is about to stall so that you can take
immediate action to prevent it.
Collapsing the glider
Asymmetric collapse
Asymmetric collapses are caused by the
stagnation point moving to the trailing edge
of the glider. A negative angle of attack
makes part of the canopy collapse and tuck
under, and the glider may plunge down, turn
away or spin.
Recovery
Should an asymmetric collapse occur,
counter-brake slightly on the side of the
glider that is still inflated to stop it turning
away and to stabilise it, until the glider flies
straight ahead again. With large asymmetric
collapses, it is important to counter-steer
carefully so that the glider does not stall
completely and go into a full stall.
The part of the glider which has collapsed
generally re-inflates automatically but this
can be assisted by applying light brake
pressure on the collapsed side (but not
hectic “pumping”) while counter-steering on
the opposite side. Make use of the full
braking distance.
Following a very large collapse of more than
70%, the wing-tip of the collapsed side may
become trapped in the glider lines. Here too
counter-braking and weight-shifting must be
used to stop the glider from turning away.
The trapped end can generally be opened by
a short, fast pull on the brake lines or by
pulling on the separate stabilo lines.
Recovery
The TWIN RS will normally recover quickly
and automatically from a front stall, but reinflation can be assisted by light symmetrical
brake input. In the case of extreme front
stalls across the entire wing chord, the wing
tips may move forward making the glider
form a U-shape. Again, recovery is by light
symmetrical braking on both sides, but care
must be taken that both wing ends return to
normal flight evenly.
Types of stall
When a paraglider flies through the air, a
laminar and turbulent boundary layer is
created. Extremely dangerous flight
configurations can result if the laminar
boundary layer is interrupted, with practically
the entire airflow along the top surface
braking away. This happens in particular
when the angle of attack is too great.
There are three different types of stall in
paragliding.
Front stall
A negative angle of attack can also cause
part or all of the leading edge of the glider to
collapse.
Deep stall
Paragliders can go into a deep stall for a
variety of reasons: brake lines too short (no
slack), old or damaged glider material which
therefore has increased level of permeability,
altered trim/line length and changes to profile
characteristics caused by moisture (e.g.
flying in rain). Paragliders have a particular
tendency to stall if the wing-loading is too
low.
Dangerous situations and extreme flying
Section 7
31
In a deep stall, the airflow from the front
WARNING
If the spin does not stop, check whether
you have released the brakes fully!
WARNING
If the canopy has gone back during a full
stall, the brakes must be held down,
otherwise the canopy may surge forward
and, in an extreme case, end up
underneath the pilot. Hold the brakes
down until the canopy is above you again.
reduces and the glider goes into a stable
flight attitude without forward momentum.
The paraglider sinks almost vertically at 45m/s and there is noticeably less flight noise.
Recovery
Remain in an upright position and push the
A- and B-risers in the direction you are flying,
so as to shorten them by 5-10cm.
If you have a speed system, you can also
use it to accelerate, so that the glider goes
into a normal flying position from the deep
stall.
After you have landed, the glider and the
length of the lines must be checked.
Full stall
With a full stall, the lift-generating airflow
over the glider breaks away completely or
nearly completely. It is triggered when the
maximum possible angle of attack is
exceeded. The most common cause is going
below the minimum speed or flying near the
minimum speed combined with the effects of
turbulence.
In full stall, the paraglider loses its forwards
travel, surges backwards and deflates. If the
brakes are held down, the canopy comes up
over the pilot again. The result is an almost
vertical descent with a sink rate of approx.
8m/s.
Recovery
Fully release the brakes within 3 seconds
(count 21, 22, 23). If the brakes are released
too slowly, the paraglider may spin. The spin
stops automatically when the brakes are
released completely.
Spin
The spin is a stable flight attitude, in which
one side of the canopy stalls, while the other
side continues to fly forward. The glider turns
around the stalled side of the wing.
Recovery
To recover from the spin, the pilot must
quickly release the brakes. The stalled side
of the wing will then speed up again.
Depending on recovery and the dynamic of
the circular motion, one side of the canopy
may shoot forwards and suffer an
asymmetric collapse.
If the pilot suspects that the glider has
unintentionally been put into a spin, the
brake which has been pulled down too far
must be released immediately.
Emergency steering
If for some reason the brake lines are not
working, e.g. if the knot on the brake handle
has come undone or a brake line is
defective, the TWIN RS can also be steered
and landed using the rear risers.
In this case, stall happens more quickly and
the pilot must compensate for the changed
flight behaviour by pulling carefully on the
risers.
32
Section 7
Dangerous situations and extreme flying
Other tips for dangerous
WARNING
Flying in extremely humid weather or in
rain is outside the operating limits of the
glider. If you are not able to avoid flying in
rain, please observe the following:
It is advisable to fly with slight
acceleration during and after the rain
(min. 30% or more)
Use no brake input or as little as
possible
Do not use big ears
Control travel reduces
Avoid tight turns, especially in the final
approach. If conditions allow, you
should also fly slightly accelerated in
this phase
Avoid large angles of attack and the
possible early stall near the ground
(release the speed bar only slowly)
PLEASE NOTE
Attaching adhesives to the glider which
are large, heavy, or made of unsuitable
material may result in revocation of the
certification.
situations
Stalling in rain
In general, there are two reasons why a
paraglider may go into deep stall in rain:
1. The first risk lies in the fact that the canopy
weight increases if a glider is flown in rain for
any length of time. The centre of gravity and
angle of attack then shift, which can result in
airflow separation/stall. It is relevant here that
if a glider absorbs more water (as older
gliders do because they lose their waterrepellent coating over time) and is closer to
the deep stall limit because of its design and
age, less water absorption and thus weight
increase will put the glider into deep stall.
2. When there is rain, there can be so many
water droplets on the top surface of a glider
that almost the entire upper surface is
affected but, even so, the drops “bead” so
the surface is not wet through. This makes
the top surface so “rough” in texture from the
drop formation that the airflow over the top of
the wing separates from the surface. This
phenomenon has been known for some time
from hang-gliding and gliding. With new
gliders, the droplets are absorbed less
quickly by the fabric. Thus, the newer a glider
is, the greater the number of droplets caught
on the top surface and the bigger those
droplets are, the greater the risk that there
could be airflow separation. We were able to
recreate these conditions by practical tests
and computer simulations, but they occur
very rarely.
It is the case in both of the above situations
that the control travel and braking distance
first reduce and then the deep stall is
caused, mostly by alteration of the brake
travel or angle of attack, e.g. by a gust or
thermal.
Advertising and adhesives
Always make sure before attaching
advertising to the glider that the adhesive
planned will not alter the glider’s flight
behaviour. If you are in doubt, we
recommend that you do not attach the
adhesive.
Dangerous situations and extreme flying
Section 7
33
Overloading
The glider structure is put under high levels
of strain in particular on extreme flight
manoeuvres, rapid descent methods (spiral
dives) or prohibited aerobatic manoeuvres.
They considerably accelerate the aging
process of the structure and should therefore
be avoided.
The glider must be inspected earlier than is
usually the case if it has been put under
more than the usual degree of strain.
Sand and salt air
In many cases, sand and salt air cause the
lines and fabric to age much more rapidly.
If you often fly near the sea, the glider should
be inspected more frequently than normally
required.
Temperature range
Temperatures below -10 °C and above
+50°C can make the paraglider unfit to fly.
The manufacturer’s warranty will lapse if the
glider is used outside of this temperature
range.
34
Section 8
Storing and looking after the paraglider
08 Storing and looking
PLEASE NOTE
Make sure that the profile reinforcement
lies flat and that it is not bent by holding it
too firmly.
Check once again after you have finished
packing the glider that the leading edge
reinforcement is flat and is not bent when
you make the final folds.
PLEASE NOTE
Do not drag your glider across rough
surfaces such as stones or asphalt, as this
could damage the seams or surface
coating.
after the paraglider
Storing the paraglider
Packing the paraglider
Pack the TWIN RS as shown in Figs. 1-4.
The leading edge reinforcements on the front
edge are placed on top of each other to
avoid bending or misshaping them. This
method of packing ensures that the leading
edge is treated carefully, which will increase
the glider’s life, performance and launch
behaviour.
The reinforcements distort more easily during
flight if they have been bent or misshapen,
creating an altered air inflow which can lead
to a loss in performance and changes in
flight behaviour.
The leading edge reinforcements also
perform an important function on launch.
Therefore, the less they have been bent, the
more easily the glider will inflate and launch.
Vary slightly the final step of packing up
so that it is not always the middle cell which
is bent. Use the neighbouring cells as well
from time to time to increase the life of the
fabric, particularly in the middle part.
Fig. 6: Steps 1 - 4 show the correct and careful
way in which to fold up the TWIN RS
When you are completing the final part of
packing, we recommend that you put the
internal protection bag under the glider to
minimise abrasion on the ground.
Storing and looking after the paraglider
Section 8
35
Storing and transporting the glider
Even if your paraglider was completely dry
when it was packed up after the final flight of
the season, for long-term storage you should
if possible take it out of the back pack and
spread out the canopy a little in a clean, dry
place away from direct light. If you do not
have the space to do this, then open the
backpack, internal bag and belt as much as
possible and avoid compressing it. It must be
stored at a temperature between 10° and 25°
C and in relative humidity between 50 and
75%. Make sure too that the paraglider is not
stored in a place where animals such as
mice or cats could use it as a place to sleep.
Do not store the paraglider near any
chemicals. Petrol, for example, causes the
material to disintegrate and can cause
considerable damage to your paraglider.
When your equipment is in the car boot,
keep it as far away as possible from any
spare petrol cans or oil containers.
The TWIN RS should not be exposed to
extreme heat (e.g. in the boot of the car
during summer). The heat may cause any
moisture present to be pressed through the
fabric, thereby damaging the coating. High
temperatures accelerate the process of
hydrolysis, particularly when combined with
moisture, which damages fibres and coating.
Do not store your paraglider near radiators or
other heat sources.
Always transport your glider in the special
inner bag and use the backpack provided for
the rest of the equipment.
Looking after the paraglider
Fabric
Swing uses a specially developed polyamide
fabric for the TWIN RS which has a highquality coating for improved UV resistance,
colour fastness and air permeability. This
fabric undergoes rigorous laboratory tests
and was tested for several months under
extreme conditions and heavy use in flight.
Care is essential to ensure that the fabric
and glider remain durable and retain their
qualities. The glider should therefore be
protected from unnecessary UV light. Do not
unpack your glider until immediately before
flight and pack it up straight after landing.
Modern paraglider fabrics have better
protection against the sun, but UV rays in
particular are still one of the decisive factors
in how the fabric ages. The colours will fade
first and then the coating and fibres will begin
to age.
When the TWIN RS is manufactured, the
side of the fabric with the coating is kept to
the inside. This provides relatively good
protection from damage for the coating which
is of key importance to the fabric’s features.
When choosing a place to launch, try to find
somewhere which is smooth and free of
stones and sharp objects.
Do not stand on the glider. This weakens the
fabric, especially if it is on a hard or stony
surface. Pay attention to the behaviour of
spectators at the launch site, especially
children: do not hesitate to draw their
attention to the sensitive nature of the fabric.
When you are packing up your glider, make
sure that there are no insects trapped inside.
Many insects produce acids when they
decompose, which can cause holes in the
fabric. Grasshoppers make holes by biting
through the fabric and also excrete a dark
liquid which stains. Keep animals away when
you are packing up. Insects are not attracted
by any particular colours, contrary to what is
commonly believed.
A brand-new glider will often be compressed
when delivered. This is solely for the initial
delivery and the glider should not be
compressed in such a way again. Do not
pack your glider too tightly after use and,
even though it is very comfortable, never sit
on the backpack with the glider inside.
36
Section 8
Storing and looking after the paraglider
PLEASE NOTE
Dyneema lines, which are used in the
area of the main brake lines, for example,
are very temperature-sensitive and can be
permanently damaged at temperatures
above 75° C. Therefore your glider should
never be stored in a hot car especially
during summer.
WARNING
It is imperative that you observe the
service intervals given in the Maintenance
and Service book. They must be complied
with.
There is a risk of the lines breaking if they
are not handled correctly or if service
intervals are missed.
PLEASE NOTE
Do not under any circumstances use
chemicals, brushes, rough cloths, highpressure cleaners or steamers to clean
the glider, as these can damage the fabric
coating and weaken it. The glider
becomes porous and loses braking
strength.
Do not under any circumstances put the
glider into the washing machine. Even if
washing powder is not used, the glider
would be badly damaged by the
mechanical action of the machine. Do not
put the canopy into a swimming pool chlorine will damage the fabric. If you
have no choice but to rinse the glider, e.g.
following a landing in the sea, gently wash
it down inside and out with fresh water.
Frequent rinsing accelerates the aging
process.
Lines
The TWIN RS has various different highquality and accurately manufactured lines
which have been selected according to the
load and area of use. You should also
protect the lines from unnecessary UV light
because, as with the fabric, UV light in
particular will weaken the lines.
Be careful that there is no abrasion caused
to the coating on the lines by rubbing,
particularly when ground-training with
crossed risers.
Do not walk on the lines after the glider has
been spread out and watch out for
spectators or skiers who may inadvertently
go over the lines.
When you are packing up the glider, be
careful to avoid putting any unnecessary
kinks in the lines and use only the overhand
knot or bowline knots described for the brake
lines.
Cleaning
If you do have to clean the glider, use only
lukewarm fresh water and a soft sponge. Use
a weak soap solution for stubborn stains,
and then rinse it out carefully and thoroughly.
Leave the glider to dry in a place which is
well-ventilated and in the shade.
Dampness / Humidity
If the glider gets wet or damp, it should be
dried as soon as possible in a wellventilated room (but away from the sun). It
may take several days before the canopy
has dried completely because water may
collect inside the canopy.
Mould may form if the paraglider is stored
wet and the fibres may rot, particularly when
it is warm. This can make the paraglider
unsuitable for flying within a short time.
Contact with salt water
If salt water gets on the glider, before being
dried, it should immediately be thoroughly
rinsed in fresh water. It should then be dried
in a well-ventilated room (but away from the
sun).
There may be permanent damage to the
material if the glider is not thoroughly rinsed.
Repairs, inspection and Warranty
Section 9
37
PLEASE NOTE
Environmental conditions such as high
temperatures or moisture can affect line
length.
Check the line length regularly, particularly
if you notice any change in launch or flight
behaviour.
The line length should be checked if you
have landed in water or if the lines have
got wet through.
WARNING
A damaged line can result in loss of
control of the glider. Always replace lines
which are damaged.
If you need to replace damaged or wornout parts, use only original parts or parts
which have been approved by the
manufacturer.
09 Repairs, Inspections
and Warranty
Type designation
Swing paragliders have an exact
identification on the underside of the stabilo
lines or on the centre rib, which is obligatory
for all paragliders. The information required
is set out in the airworthiness requirements.
It is helpful to provide the type designation of
the paraglider if you are contacting your
Swing dealer with any queries or ordering
replacement parts or accessories, to ensure
accurate identification.
Repairs
Swing workshops
All repairs and servicing should be carried
out by a Swing-authorised workshop or
directly by Swing. Swing workshops have
trained staff, original Swing parts and the
necessary know-how, all of which will ensure
top quality.
Small repairs to the glider
You can repair small tears in the wing
yourself using self-adhesive sail material,
provided that the tears are in places which
do not bear heavy loads, are not at the
seams and are no bigger than 3cm.
Replacement lines for the TWIN RS can be
ordered direct from us online at:
www.swing.de Service Leinenservice
Lines
Measuring the length of the lines is part of
the regular paraglider inspection. The lines
must be measured with a load of 5kg, in
order to ensure reproducible results for a
comparison with the lengths in the check
sheets. The line lengths for the TWIN RS are
listed in the Maintenance and Service book.
The lines have a considerable influence on
flight behaviour. Correct line length and
symmetry are also important for performance
and handling. Swing therefore recommends
an inspection every 50 to 100 hours or once
a year.
Lines age and lose strength even if the
paraglider is used infrequently or not at all.
This can affect the safety and function of
your paraglider. Signs of wear are slight
bumps or changes in flying characteristics.
The lines must then be replaced
immediately. Use only tested and certified
lines. These can be obtained from Swing.
Regular inspections
The following parts and materials must be
inspected regularly for damage, abrasion
and correct operation, e.g. after landing:
risers and quick links
lines
fabric
38
Section 9
Repairs, inspections and Warranty
WARNING
Do not under any circumstances use
knots to shorten the lines. Any knot will
weaken the line considerably and may
cause the line to break in case of high
load.
The overhand knot and bowline knots
described are permitted only for
connecting the main brake lines/brake
handle.
Inspection
PLEASE NOTE
Read the Maintenance and Service book
and follow the terms therein to ensure the
validity of Swing’s warranty, the glider’s
certification and insurance cover.
Inspection periods
The TWIN RS must be inspected as follows
(check the situation in your country):
All Gliders must be inspected at least
every two years from the purchase date.
The glider must be inspected after 150
hours of use (including ground handling)
if this occurs prior to the period given
above.
Ground handling time must be at least
doubled when calculating the total hours of
use because of the increased wear and tear
on the materials.
General
Swing’s service programme as set out in the
Maintenance and Service book should be
followed so that the same high level of flight
safety, operational safety and reliability is
ensured for your glider in the future as well.
Failure to observe the inspection periods
shall render invalid the certification and
warranty. A properly completed logbook with
details of all flying and training will help you
to comply with these periods.
There is additional information on
inspections in two separate booklets, both of
which form part of this Manual:
1. Inspection information
2. Maintenance and Service book.
These can be downloaded from our website
at:
www.swing.de Products TWIN RS
Validity of inspection
It is very important that your glider is serviced
at the required intervals throughout its entire
life.
Please be aware here of the specific
requirements set out in the maintenance
instructions.
In order to benefit from Swing’s warranty:
you must have your paraglider inspected
by Swing or an inspection agent
authorised by Swing
the documentation and the result of the
inspection must be clearly identifiable
(date and place / name of the inspector)
and be entered near the glider
information/certification sticker.
Repairs, inspection and Warranty
Section 9
39
Warranty
The Swing warranty is a comprehensive
service package, which fulfils high standards
for customer service and customer care. The
terms of the warranty are on our website in
the section
Service warranty
You must register your paraglider or other
Swing product in order to be able to rely on
the warranty. You are able to register quickly
and easily online on our website.
Service Online-Guarantee
http://www.swing.de/online-warranty.html
You will receive a confirmation email.
If you do not have an email address, enter
'info@swing.de' in the mandatory field.
Registrations without a personal email
address will be recorded by Swing but will
not receive confirmation. We therefore
recommend that you register online with an
email address.
The manufacturer must be notified
immediately of any defects in the product,
variations or changes in flight behaviour and
any warranty claims. If necessary, the glider
or other Swing product must be sent to
Swing Flugsportgerte GmbH for inspection.
By registering your product, you will
automatically receive by email safety notices
and information messages.
40
Section 11
Appendix
10 Swing on the World
Wide Web
Swing Website
Swing has a comprehensive website, which
provides additional information about the
TWIN RS and many other issues related to
paragliding. Swing’s website is the first port
of call for Swing’s worldwide following:
www.swing.de
On Swing’s website, you will find an
extensive range of accessories for your
paraglider, useful products for pilots, as well
as additional information and accessories for
your TWIN RS.
You will also find links there to other services
and websites:
These websites and their content are made
available for your use. The content of
Swing’s websites has been provided for your
use on an “as is” and “as available” basis.
Swing reserves the right to alter the websites
at any time or to block access to them.
Product registration
Registration of Swing paragliders is easy and
gives you many advantages. In addition to
important safety notices, you will receive
advance information about, e.g. new
products, upgrades, events and special
offers.
Registration is a prerequisite for a valid
warranty (refer here also to the section
“Warranty”). In addition, Swing sends any
safety notices and information for the
registered product immediately to the email
address submitted. Your email address will
not be provided to any third parties.
Facebook, Twitter & youtube
Swing is very active with the new media of
Facebook, Twitter and
youtube and has
various websites which
are updated daily on various topics related to
aviation and Swing products.