USER MANUAL
Version 1.1, Date: 11.05.2016
Condence comes with safety
EN/LTF-A
Introduction
Welcome
Welcome to the Triple Seven Team! We are excited that you
have chosen to y the Deck, as we are condent that this
glider will take you safely and relaxed from school to cloud
base. Deck is developed for maximum safety and ease of
ight. As such, this glider is ideal for beginner pilots just
starting the game of paragliding adventures. It is designed
to be your rst glider and also pure fun yer that you will
use for many years, during your rst XC steps or any
other direction you might take in paragliding.We wish you
exciting ying adventures!
Triple Seven Mission
Our company’s goal is to produce high quality products
and technologically innovative gliders of all types and
classes. We are striving to develop state of the art
paragliders, with the optimum compromise between
safety and performance.Your success is our inspiration;
our goal is your success.
Manual
This document contains complete product information
and instructions to familiarize you with the main
characteristics of your new glider. It contains instructions
on how to use and maintain the wing, however, its
purpose is not to serve as learning material to pilot this
kind of wing. As such, this is not a ying manual. Flying
instructions can only be taught by ying schools and
specially certied instructors.
It is important that you take time to read this manual
carefully before the rst ight, as thorough knowledge of
your equipment enables you to y safely and to maximize
your full potential. If you borrow or give your glider to
another pilot, please pass this manual on with it.
If any use of Triple Seven equipment remains unclear
after having read this manual, please contact: your local
paragliding instructor, your Triple Seven importer or Triple
Seven. This product manual is subject to changes without
prior notice. Please check www.777gliders.com for the
latest information regarding our products.
Summary
1. Beginner of The Game EN/LTF-A
3
II. Introduction 4
II.i. Welcome 4
II.ii. Triple Seven Mission 4
3. Deck 7
3.1. Who is this glider for? 7
3.2. Designer’s thoughts 8
3.3. Certication 9
4. Before flight 10
4.1. Elements, components 10
4.2. Assembly 10
4.3. Harness 11
4.4. Accelerator settings 11
4.5. Brakes’ adjustments 11
4.6. Weight range 12
4.7. Wing ination 12
4.8. Modications on the glider 12
4.9. Preight safety 12
5. Flying Deck 13
5.1. First Flight 13
5.2. Preight check equipment 13
5.3. Final preight check 14
5.4. Ination, control, take-off 14
5.5. Line knots or tangles 14
5.6. Normal ight, best glide 15
5.7. Minimum sink 15
5.8. Accelerated ight 15
5.9. Active ying 15
5.10. Flying in turbulence 16
5.11. Fast decent techniques 17
5.12. Winch launch 19
5.13. Aerobatics 19
5.14. Primary controls failure 19
5.15. Landing 19
6. Maintenance 20
6.1. General advice 20
6.2. Packing instructions 20
6.3. Storage 21
6.4. Cleaning 21
6.5. Repair 21
6.6. Checks and control 21
VII. Packing Deck 22
8. Technical data 24
8.1. Technical data 26
8.2. Materials description 26
8.3. Deck risers arrangement 27
8.4. Line plan Deck 28
8.5. Line lengths Deck L 29
8.6. Line lengths Deck M 30
8.7. Line lengths Deck S 31
8.8. Certication specimens 32
IX. Safety and responsibility
36
X. Guarantee 37
XI. Registration information 38
XII. Get involved 38
XIII. Contact 39
XIV. Top 5 tips 41
7 76
»Easy launch and landing characteristics
»Progressive handling and easy control characteristics
»Good balanced wing for maximum ease of piloting
»Robustness and durability in mind
»Canopy: Back position intake, reinforced leading
edge, smooth trailing edge, low induced drag
wingtip, line reduction
»EN-A, LTF-A class
Safe and relaxed from school to cloud base. Deck is developed for
maximum safety and ease of ight. As such, this glider is ideal for
beginner pilots just starting the game of paragliding adventures. It
is designed to be your rst glider and also pure fun yer that you
will use for many years, during your rst XC steps or any other
direction you might take in paragliding.
Who is this glider for?
Deck is EN-A, LTF-A class glider designed for schools, beginners
and intermediate pilots. This glider is developed for maximum safety.
Our effort with this glider was also XC abilities and we believe, that
pilots will have great fun during their rst steps in paragliding and
progression toward becoming the new XC masters.
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Designer’s thoughts
My design goal with the Deck was to make good balanced school glider
that will have nice takeoff, landing and easy ying characteristics.
During design and development process we were cooperating with
local school and instructors, to discuss and improve the glider. Deck
has a nice clean canopy shape. Internal constructions is featuring
diagonal-ribs for line reduction and mini-ribs for clean trailing
edge shape. Construction of the whole wing is optimized for
maximum robustness and durability during the school training.
Aljaž Valič
Certication
The Deck has passed the EN-LTF A certication for all
commercially available sizes. The homologation results are
enclosed at the end of this manual.
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Before ight
Elements, components
The Deck is delivered together with a backpack, inner bag,
glider strap, Triple Seven T-shirt and USB key with this manual.
Assembly
Before you rush to the rst take-off we recommend you take your
time to unpack and test your equipment on a training slope. In
this way you will have time and will not be distracted or rushed
to prepare your equipment, and you will be able to do your rst
pre-ight check properly.
The place should be at, free of obstacles, and with light wind.
This will enable you to nicely inate the wing and also familiarize
yourself with it while ground handling. Every glider has to be
checked by a Triple Seven dealer, however, as a pilot you want to
do a proper pre-ight check yourself.
Firstly, prepare and spread out the glider like you would normally
do. While you are spreading out and walking along the glider,
observe the fabric material for any abnor malities. When you are
done with the inspection of the canopy, grab the risers and spread
the lines, check if the risers and maillons (carabiners) are properly
closed. Identify and disentangle the A1, A2, B, C risers
and the lines including the brake lines. Connect the risers’ main
attachment points correctly to the harness, watch for any twists
and make sure that the main carabiners are properly closed.
Harness
The Deck has passed EN-A certication testing using a GH - ABS
type harness. This certication allows the Deck to be own with
most of the harnesses on the market, but keep in mind that the
change of a harness greatly inuences the feeling of the glider,
depending on the effectiveness of the harness weight shift. Check
with the harness manufacturer or with your instructor whether
your harness is of the proper type.
The length of the harness chest strap affects the distance between
the main carabiners and the wing’s handling as well as your stability
in the harness. Tightening the chest strap increases your stability,
but greatly increases the risk of twisting after a collapse. A tight
setting also increases the tendency to maintain a deep spiral. As a
rule of thumb, a more opened chest strap gives you more feedback
from the glider, which is good for your climbing efciency and
increases safety in a ying incident. But we strongly recommend
adjusting the length of the harness chest strap according to the
lengths used during certication. This setting varies according to
the harness size from 42cm to 50cm.
Check the settings used during testing under the certication
specimen section.We recommend that your rst ight with the
Deck is not also with a new harness. Another rule of thumb is
if you want to experience the feeling of new equipment, change
only one part of equipment at a time.
Accelerator settings
The Deck speed system increases the speed of the glider by
11km/h with the accelerator at full travel, from trim speed at 38km/h
to full speed at 49km/h.
Before attaching the accelerator system to the Deck risers, check
that the speed system inside your harness is correctly routed and
that all pulleys are set correctly. Make sure there are no knots or
other obstacles that might make the accelerator get stuck during
usage.
The length of the speed bar lines should be adjusted on the ground
so that your legs are fully extended at the point of full accelerator
travel. While setting the speed line lengths make sure they are long
enough, so that the speed system does not accelerate the glider
by itself. If in doubt how to properly set the accelerator system,
please consult your instructor or Triple Seven dealer.
Brakes’ adjustments
The length of the brake lines has already been adjusted by the
manufacturer and is the same as used during the certication test
ights. The length is set and ne-tuned during the development of
the glider, therefore generally there should be no need to adjust
them. We recommend ying this setting for a while, and you can
still change it afterwards if you wish to do so. If you change the
length of the brakes, do it in a step by step process of 2 cm at
a time. Bear in mind that if you make the brake lines too short,
they might be applied unintentionally while the speed system is
being used.
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Weight range
Each size of the Deck is cer tied for its own weight range. The
above mentioned weight includes the weight of the pilot and
complete paragliding equipment, together with the glider, harness,
all accessories and optional ballast. Every glider changes its
characteristics by changing the take-off weight. We recommend
that you always y your glider in the specied weight range.
To measure your take-off weight, step on a scale with all your
equipment packed in the rucksack.
Lower half of the weight range
Flying the Deck, as any other glider, in the lower part of the weight
range, causes the agility of the glider to decrease, and when ying
through turbulence its tendency for collapses relatively increases
as compared to ying it in the upper wing loading range. However,
reactions after a collapse are less dynamic and sink rate improves.
Therefore, if you mainly y in weak conditions, you might prefer
this weight range.
Upper half of the weight range
Again, as with any other glider, ying the Deck in the upper part
of the weight range increases the stability and agility of the glider.
Consequently, there is a slight increase in the glider’s speed and
also gliding performance, especially when ying against the wind.
If you normally y in stronger conditions and you prefer relatively
more dynamic ying characteristics, you should set the take-off
weight in the higher weight range. Reactions after a collapse may
be more dynamic in the upper half of the weight range.
Wing ination
Still being on the training slope and having prepared and checked
everything, inate your wing and play with it to get a feel of your
new glider while ground handling. By doing this you are making a
nal check of the canopy and lines, and that everything is in
order. You will nd that the Deck inates very easily and smoothly
without excessive energy and with minimum pressure while moving
forwards. For ination and lifting the glider you may use only the
A1 risers. Do not pull on the risers just with your hands, instead
use your whole harness. Your hands should only accompany the
rising movement of the wing. When the wing is above you, apply
correct pressure on the brake lines and the glider will stay above
you.
Modications on the glider
Any modications of the lines or risers’ speed system cause the
loss of the certication, similarly to ying the wing outside the
weight range.
Preight safety
Before ying the Deck, you should obtain all practical and
theoretical training and the certication for ying this kind of
wing. Pilots should be physically and mentally t, using complete
paragliding equipment and ying only in conditions suitable for
their level of ying expertise.
Flying Deck
First Flight
Now that you have already familiarized yourself with your new
glider while ground handling on a training slope, you are ready for
your rst ight. For the rst ight it is recommend that you choose
a familiar ying area and to y your new glider in calm conditions.
Preight check equipment
Before every ight you need to do a pre-ight check and the
inspection of other equipment. Learn to do this, as it takes no
extra time. This procedure may vary, depending on the instructor,
pilot or equipment settings. Some pilots have their wing always
connected to the harness. However you should have a consistent
method of checking and preparing your equipment and doing the
nal pre-ight check.
1.
After the arrival on take-off, assess the suitability of ying
conditions.
2.
While walking around the canopy preparing and spreading
out the wing, you should at the same time inspect the canopy.
3.
After you check the lines and connect the risers to the harness,
grab the lines and slide them through your ngers as you walk
towards the canopy. In this way you double check that the lines
are not tangled, stuck or damaged. If meanwhile the canopy
moves, walk around and correct it again.
4.
Inspect the harness, reserve, speed system and all connections.
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Final preight check
1.
Strap into the harness. The leg straps should be the rst to be
connected on the take-off and the last ones to be released
after the ight. Make sure you are strapped in correctly and
wearing a helmet.
2.
Check the risers for a twist and that the carabiners are properly
closed. Check if the speed system is not affecting your risers
– accelerating unintentionally.
3.
Check the lines. The A riser lines should be on top, and all
lines untangled. Check if none of the lines are lying over or
below the canopy.
4.
Check the canopy. The glider should be spread out in the
shape of an arch and all cells open.
5.
Check the wind, take-off and airspace. The wind should
be favourable for take-off and the pilot’s level of expertise.
Airspace should be cleared, together with the take-off area.
Ination, control, take-off
The Deck has easy take-off behavior and does not require any
additional advice regarding the forward or reverse launch. Try to
divide and practice the take-off procedure in three steps.
1. Inating and raising the glider
2. Controlling the wing and wing check
3. Accelerating and take-off
It is always advisable to practice and improve proper launching
techniques as this reduces unnecessary additional stress before
the take-off.
Wind speeds up to 25 to 30km/h are considered strong and extra
care is required for the ight. If you are launching in strong winds
we recommend the reverse launch technique, with your brakes
in the right hands at all times. Launch the glider with a gentle pull
and then walk towards it if necessary to reduce the relative wind
force. When the glider is above you, gently control the wing and
take off.
Line knots or tangles
If you fail to observe a line knot or you nd yourself ying with a
knot before being able to prevent the unintentional, uncontrolled
take-off, try to stay away from the ground or other pilots by ying
away from the mountain, before taking any corrective action on
the wing. This means that you weight shift and/or counter brake
the opposite side of the wing and control the ying direction with
the least amount of force needed for the wing to y straight away
from the mountain. Be careful not to apply too much brake or
to y too slowly to avoid a stall or spin. When you are at a safe
distance away from the mountain and you have gained relative
height by ying away, you may want to gently and briey pull the
lines that are tangled with the knot. If the knot is on the brake lines
you might want to gently and briey “pump” the appropriate brake
line. Please note that by pulling the lines, the knot may get stuck
in a worse position and the situation may escalate also to a stall
or spin. Therefore, if you estimate that you can control the wing
relatively safely and that the knot is not released by gently and
briey pulling the tangled lines, immediately y to the landing
zone and land safely.
Normal ight, best glide
Without any brakes applied and without using the accelerator,
the wing ies at the so called “trim speed“. In calm air this is
theoretically the best glide speed. The best speed glide depends
on the glider’s polar and air mass, vertical and horizontal speed.
We recommend reading more about the theory of the best glide
and McCready theory.
Minimum sink
If you apply brakes on both sides for about 15 to 20cm you will
slow the glider to the theoretical minimum sink speed. But we
do not recommend using this speed even for thermalling, as you
achieve much better climbing and control by letting the glider y
with its “tr im speed” and natural energy. With a proper take-off
weight you will nd that the glider has great climb, reactions and
agility.
Accelerated ight
After you get comfortable ying the Deck, you can start practicing
using the speed system, which will provide better per formance
while gliding against the wind and through a sinking air mass. The
Deck was designed to be stable through its entire speed range,
but this requires the use of active ying techniques. Note that any
glider becomes less stable while ying accelerated and that the
risk of a collapse is higher in accelerated ight. Additionally, the
reaction of the glider to a collapse in accelerated ight is more
radical in comparison to the one which occurs at trim speed.
We recommend that you avoid accelerated ight near the ground
and to be very careful using the accelerator in turbulent conditions.
Use a soft speed bar, which enables you to accelerate the glider
by using only one leg. To control the direction use weight shift.
To control the pitch change the amount of the speed bar. Do not
use or pull the brakes while using the speed bar. Use the speed
bar progressively when accelerating and instantly release when
you feel a slight loss of tension, pressure or even a collapse. If you
encounter a collapse while using the accelerator, release the speed
bar immediately before taking any other corrective action. Always
keep more distance from the ground when using the speed bar.
Active ying
This is a basic ying technique for any pilot. It implies permanent
control and the correction of pitch and roll movements together
with the prevention of any deations or collapses. In a nutshell this
means ying straight through active or turbulent air, so that the pilot
keeps the glider above his or her head at all times, compensating
and correcting any unwanted movements of the wing.
Few examples:
• While entering a strong thermal, the wing will stay a little bit
behind relative to the pilot. The pilot should let the brake up
allowing the wing to y faster and to catch up.
•
If the wing surges in front of the pilot, the pilot should counter
brake until the surge is controlled and then release the glider
to let it y normally.
•
If the pilot feels a loss of tension on the wing or a loss of
pressure on the brakes on one side of the wing, he should
smoothly apply the brake on the side with loss of pressure and/
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or weight shift to the opposite side until the pressure returns.
After that, again release the brake and/or weight shift to the
neutral position and let the glider y normally.
The key in all cases is to avoid an over-correction and not to
maintain any correction longer than necessary. After each action
let the glider y normally again. To re-establish its required ying
speed. You can train or get a feeling for most of these movements
safely on the ground while ground handling your glider. Good
coordination of your movements and coordination with the wing
on the ground will enable you a quick progression when actively
ying in the air. The next step is to attend SIV courses where you
should also get a better understanding of the full brake range and
the glider’s speeds.
Flying in turbulence
Wing deations can occur in a strong turbulence. The Deck is
designed and tested to recover without pilot’s input in almost all
situations by simply releasing the brakes and letting the glider
y. To train and understand all the manoeuvres described, attend
SIV courses.
Cascade of events
Many reserve deployments are the result of a cascade of
over-corrections by the pilot. Over-corrections are usually not
problematic because of the input itself or its intensity; but due to
the length of time the pilot continues to over-handle. After every
input you have to allow the wing to re-establish its normal ying
speed. Note that over-corrections are often worse than no input
at all.
Asymmetric deflations
Strong turbulence may cause the wing to collapse asymmetrically.
Before this occurs the brake lines and the feeling of the harness
will transmit a loss of pressure to the pilot. This feedback is used
in active piloting to prevent a collapse. If the collapse does occur,
the Deck will easily re-inate without the pilot’s reaction, but the
wing will turn towards the collapsed side. To prevent this from
happening turn and actively recover the asymmetric collapse by
weight shifting and applying appropriate brake input on the side
that is still ying. Be careful not to over-brake your wing’s ying
side. This is enough to maintain your course and give the glider
enough time to recover the collapsed side by itself. To actively
reopen the collapsed side after course stabilization, pull the brake
line on the collapsed side rmly and release it. You can do this
several times with a smooth
pumping motion. After the recovery, release the brake lines for
your glider to regain its trim speed. You must be aware of the fact
that asymmetric collapses are much more radical when ying
accelerated. This is due to the difference in weight and the inertia
of the canopy and the pilot hanging below.
Symmetric deflations
Symmetric or frontal deations nor mally reopen immediately by
themselves without pilot ’s input. The glider will then regain its
airspeed accompanied by a small surge forwards. To actively
control this event, apply both brakes slightly when the collapse
occurs and then instantly release the brakes to let the glider y.
Be prepared to compensate for the glider’s slight surge forward
while returning to normal ying.
Wing tangle, cravat
A cravat is very unlikely to happen with the Deck, but it may occur
after a severe deation or in a cascading situation, when the wing
tip gets caught in the glider’s lines. A pilot should be familiar with
the procedure of handling this situation with any glider. Familiarize
yourself with the stabilizer’s main line (“stabilo” line Orange colour)
already on the ground. If a cravat occurs, the rst thing to
do is to try to keep the glider ying on a straight course. Do this
by weight shifting and counter braking the untangled side. After
that, grab the stabilizer’s main line on the tangled side and pull it
down until it becomes tight again. At this point the cravat normally
releases itself.
Possible solutions of the cravat situations (consult your SIV
instructor):
• Pulling the wing tip “stabilo” line
• Using a full stall, but it is essential to be very familiar with this
manoeuvre. You also want to have a lot of relative height.
• If you are in a situation where you have a cravat and you are
low in rotation or even with twisted risers, then the only solution
is the reserve parachute.
Negative spin
In normal ight you are far from negative spin. But, certain
circumstances may lead to it. Should this occur, just release the
brake lines progressively and let the wing regain its ying speed.
Be prepared for the glider to surge forward, compensating the
surge with brake input if necessary.
Full stall
A full stall does not occur unintentionally on its own – it happens
if you pull both brakes for 100% and hold them. The wing then
performs a so called full stall. Releasing the brakes improperly
may lead to massive surge of the glider with danger of falling into
the canopy. This is a complex manoeuvre and as such outside the
scope of this manual. You should practice and learn this
manoeuvre only on a SIV course under professional supervision.
Deep stall
Generally when in deep stall, the wing has no forward motion and
at the same time high sink speed. When in deep stall the wing is
almost fully inated. With the Deck it is very unlikely to get into
this situation unintentionally. This could possibly happen if you
are ying at a very low speed in turbulent conditions. Also the
porosity of the material and line stretch on a very old glider can
increase the possibility of the deep stall tendency. If you trained
this manoeuvre on a SIV course you would realize that it is very
hard to keep the Deck in deep stall. If you apply the brakes a
little bit too much you enter the full stall. If you release the brakes
just a little bit too much the wing returns to normal ight. If you
want to practice the deep stall on SIV courses, you need to master
the full stall rst.
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Fast decent techniques
Fast descent techniques should be well familiar to any pilot as they
are important resources to be used in certain situations. These
manoeuvres should be learned at your ying school as a part of
paragliding pilot training. Nevertheless, we recommend practicing
these manoeuvres on SIV courses under professional supervision.
Big ears
This is a safe method to moderately loose altitude while still
maintaining forward speed. To do big ears, release any brake line
loops around your wrist, set your leg on the speed bar, but do not
push it. Now pull the outer A lines (the A2 risers in the drawing)
on both sides. As long as you keep the A2 risers pulled, the wing
tips stay folded and the sink speed increases. To regain normal
ight, release the A2 risers, and if necessary apply the brakes with
short impulse movements. Release big ears at least 100 meters
above the ground. While using big ears, the wing speed decreases,
which is why we also recommend using the accelerator half way
in combination with big ears to maintain enough horizontal speed
and to also additionally increase vertical speed. Be careful not to
pull the brakes while making the ears! Steering is done by weight
shift only. Always do the big ears rst and then accelerate; not
the other way around as you will risk getting a frontal collapse.
B line stall
While in the B-stall the glider has no horizontal speed and the
sink rate increases to about -8m/s. To enter the B-stall reach
for the B risers just below the maillons and pull both B line
risers symmetrically for about 20 cm. To exit the manoeuvre,
simultaneously release both risers quickly. On exit the Deck gently
dives without deep stall tendencies.
Spiral dive
The spiral dive is the most demanding of all three manoeuvres
(Big ears, B-stall, Spiral) and should only be trained gradually and
always at high altitude. The spiral dive should be practiced and
learned on a SIV course under professional supervision. To enter
the spiral, weight shift to the desired side and gradually apply the
brake on the same side. Then let the wing accelerate for two turns
and you will enter the spiral dive.
While in the spiral, you can control your descent rate and bank
angle by applying more or less inner brake. Depending on how
steep the spiral is you may need to use also outer brake. To exit
the spiral dive we recommend that the pilot is in the neutral weight
shift position. If you release the inner brake, the wing exits the
spiral dive by itself.
The Deck has no tendency of a stable spiral but you should be
aware of the procedure for exiting a stable spiral.
To exit a stable spiral dive, weight shift to the opposite side of
the turn and apply the outer brake until feeling the deceleration of
the wing rotation. Then release the outer brake and let the glider
decelerate for the next couple of turns. To avoid a big pendulum
movement after exiting the spiral, apply a short brake input on
the inner side before the glider exits the spiral.
Warnings (Spiral dive):
•
There is a possibility of losing consciousness while in the
spiral dive. Never make a spiral with more than 16-18m/s
sinking speed.
•
In fast spirals it may be necessary to apply the outer brake to
begin exiting the spiral dive.
• If practicing the spiral dive low, a pilot may not have enough
altitude or time to safely exit this manoeuvre.
Winch launch
The Deck is easy to launch using a winch and has no special
characteristics considering this kind of launching. To practice this
launching technique special training is needed and you have to
be aware of the procedures and dangers, which are specic for
winching. We do not recommend using any special towing device
which accelerates the glider during the winch launch.
Aerobatics
The Deck was not designed for aerobatics, therefore, these may
not be performed on this glider. In addition to this, any extreme
manoeuvres place unnecessary stress on the glider and shorten
its lifespan.
Primary controls failure
If for any reason you cannot use the brake lines, you have to pilot
the wing to the landing place by using weight shift. Weight shift
should be enough to safely land the glider. You can also use the C
risers to control and steer the wing. Be careful not to over-handle
the glider by using the C riser technique when steering. By pulling
the C risers too strong you can cause a stall or a negative spin.
Land your glider at trim speed without using the C risers, to avoid
over-handling the glider low above ground. We recommend using
weight shift.
Landing
Similarly to the take-off, the Deck’s landing characteristics are
easy. In turbulent conditions it is advisable to apply about 15%
of the brakes, to increase stability and the feeling of the glider.
Before landing, adopt the standing position as this is the most
effective and the safest way to compensate the touch down with
your legs. Again we recommend training the landing manoeuvre,
as it might be useful to be able to land in small places, especially
in an unknown cross country terrain. Learn to evaluate the wind
direction by observing the signs on the ground and also your drift
while making turns. This proves to be useful for cross country,
when landing outside of your usual landing eld. Another advice
we suggest taking into account in stronger winds is to go higher
for the landing elds and thus assuring you reach them. Likewise,
always look for possible alternatives downwind.
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Maintenance
General advice
Careful maintenance of your glider and the following simple
guidelines will ensure a much longer airworthiness and performance
of your wing:
•
Pack your glider after you land and do not unnecessarily
expose it to UV radiation by leaving it on the landing site
unpacked. The sun UV radiation degrades the cloth and lines
material.
•
Fold your glider like recommended under the section of packing
instructions.
• If the glider is damp or wet when you pack it, partially unfold
it at home to allow it to dry. Do not dry it in direct sunlight.
•
Avoid exposing the glider to violent shocks, such as the leading
edge hitting the ground.
•
Avoid dragging the glider on the ground or through rocky
terrain as you might damage the lines or canopy.
• Avoid stepping on the lines or canopy, especially when they
are lying on a hard surface.
•
Avoid exposing the glider to salt water, as it damages the lines
and the canopy material (wash with fresh water).
• Avoid bending your lines, especially in a small radius.
•
Avoid opening your glider in strong winds without rst
untangling the lines.
•
In general, avoid exposing your glider to very hot or humid
environments, UV radiation or chemicals.
Packing instructions
It is important to cor rectly pack your glider as this prolongs its
lifespan. We recommend that you fold the glider like a harmonica,
neatly aligning the proles with the leading edge reinforcements
side by side. The wing should then be folded in three parts or two
folds. The wing should be packed as loosely as possible. While
packing be careful not to trap any grasshoppers inside your canopy
as they will tear the canopy cloth. This technique will make your
glider last longer and ensure its best performance.
Storage
Correctly packed, store your glider in a dry place at room
temperature. The glider should not be stored damp, wet, sandy,
salty or with objects inside the cells of the glider. Keep your
equipment away from any chemicals.
Cleaning
If necessary always clean your glider with fresh water and a cloth
only, without using any cleaning chemicals. This includes also the
lines and canopy. More importantly, always remove any stones or
sand from the canopy as they will gradually damage the material
and reduce the glider’s lifespan.
Repair
To repair small damages (less than 5cm) on the canopy cloth, you
can use the rip stop tape. Greater damages, including stitches and
lines must be repaired by a specialized repair shop. Damaged lines
should be replaced by a Triple Seven dealer. When replacing a line it
should always be compared with the counterpart for adjusting the
appropriate length. After the line was repaired, the wing should be
inated before ying, to ensure that everything was done correctly.
Major repairs, such as replacing panels, should only be carried
out by a Triple Seven distributor or Triple Seven. If you are unsure
about the damage or in any doubt please contact Triple Seven.
Checks and control
To ensure the wing’s airworthiness the Deck has to be periodically
serviced and checked to guarantee that the glider continues to
full the EN certication results and to extend your glider’s
lifespan. We recommend a line check and trim inspection every
100 hours or 12 months depending what happens rst. After that,
the glider needs to be fully checked after 150 hours or 24
months of usage, whichever comes earlier. This inspection includes
checking the suspension lines, line geometry, riser geometry and
the permeability of the canopy material. A certied inspector can
then dene the check interval depending on the glider’s condition.
Please note that the condition of the glider can vary considerably
depending on the type of usage and environment. Salty coastal
air or dunes will considerably affect your wing’s material. For more
information please visit our website.
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Packing Deck
23
1. FOLD THE GLIDER LIKE HARMONICA
2. ALIGN THE CELLS
3. FOLD LEADING EDGE BACK TOWARD TRAILING EDGE AND ALIGN THE CELS
4. FOLD THE GLIDER IN THREE PARTS
5. FINISHED
24
25
Technical data
1. Suspension lines
2. Risers
3. Main lines
4. Middle cascades
5. Upper cascades
6. Brake lines
1. Canopy
2. Bottom surface
3. Top surface
4. Leading edge
5. Trailing edge
6. Intake cell openings
1.
2.
3.
6.
4.
5.
3.
2.
6.
5.
4.
1.
26
27
Technical data Materials description PAWN risers arrangement
SIZE Deck S Deck M Deck L
CELLS NUMBER 29 29 29
ASPECT RATIO 4.4 4.4 4.4
PROJECTED AREA m
2
20.1 23.2 30.5
SPAN 7.85 8.39 8.85
RISERS A B C
Deck S
LENGTHS (mm) 520 520 520 STANDARD
Deck S
LENGTHS (mm) 390 423 520 ACCELERATED
S-Distance between pulleys: 130
Deck M
LENGTHS (mm) 550 550 550 STANDARD
Deck M
LENGTHS (mm) 410 455 550 ACCELERATED
M-Distance between pulleys: 140
Deck L
LENGTHS (mm) 580 580 580 STANDARD
Deck L
LENGTHS (mm) 430 477 580 ACCELERATED
L-Distance between pulleys: 150
SIZE Deck S Deck M Deck L
TRIMS NO NO NO
IN FLIGHT WEIGHT MINIMUM kg 65 80 10 0
MAXIMUM kg 80 105 125
GLIDER WEIGHT kg
CERTIFICATION EN/LTF A A A
CANOPY FABRIC CODE
Upper surface DOKDO 30
Bottom surface DOKDO 30
Proles DOKDO 30 HARD
Diagonals DOKDO 30 HARD
Internal construction D-Ribs,
H-Straps, Mini ribs
DOKDO HARD
Thread Seral 40/2000, 60/2000
SUSPENSION LINES FABRIC CODE
Upper cascades PPSL 125, DSL 70
Middle cascades PPSLO 191 / PPSL 191,128, 70
Main TSL 380, 280, 220, 190
Brake lines PPSL 125, DSL 70
Main brake PPSL 200
Thread Seral Amann 60/0415
RISERS FABRIC CODE
Material
Güth & Wolf Black 80682/19mm Webbing Cousin 3455-12mm,
Güth & Wolf 70 404/12,5mm Dyneema
Material
Güth & Wolf Black 70 404/12,5mm
Dyneema
Color indicator Cordura 200/200PU
Thread Seral Amann 20/4000, 20/1078
Brake Swivel Fob ningbo - china 6mm
Maillons Rapid Peguet 20mm
Pulleys
Speed: 4 x Finsterwalder Mini role metal
28mm, Brake: 2 x Riley plastic 35mm
1. A1 riser
2. A2 riser, (Ears)
3. B riser, (B-Stall)
4. C riser
5. Maillons
6. Main attachment point
7. Speed bar attachment point
8. Speed bar pulleys
9. Brake handle
10. Brake line pulley
11. Main brake line
12. Clip for brake handle
13. Deck has no trimmers or any
other adjustable or removable
device
4.
3.
2.
10.
6.
7.
12.
1.
5.
9.
11.
8.
Deck risers
29
28
Line lengths Deck S
Line plan Deck
30
31
Line lengths Deck M
Triple Seven Deck M Lines Length (mm) LINE CHECK
First gallery
a1 6192 c1 6223 br1 7108
Lines A mm Lines B mm Lines C mm Lines D mm BR lines mm
a2 6126 c2 6160 br2
6861
a1 1162 b1 1056 c1 1203 d1 1394 br1 1027 a3 6117 c3 6151 br3
6626
a2 1096 b2 987 c2 1140 d2 1337 br2 780 a4 6163 c4 6194 br4
6598
a3 1087 b3 977 c3 1131 d3 1325 br3 9 74 a5 6159 c5 6168 br5
6442
a4 1133 b4 1025 c4 1174 d4 1357 br4 946 a6 6122 c6 6134 br6
6247
a5 1129 b5 1018 c5 114 8 d5 1329 br5 919 a7 6123 c7 6128 br7 6115
a6 1092 b6 981 c6 1114 d6 1287 br6 724 a8 6160 c8 6174 br8
6038
a7 1093 b7 983 c7 1108 d7 1276 br7 811 a9 6127 c9 6106
a8 1130 b8 1023 c8 1154 d8 1212 br8 734 a10 6046 c10 6025
a9 1093 b9 10 06 c9 1086 d9 965 a11 5982 c11 5957
a10 1012 b10 924 c10 1005 d10 1257 a12 5933 c12 5908
a11 948 b 11 866 c11 937 a13 5474 c13 5408
a12 899 b12 827 c12 888 a14 5397 d1 6411
a13 1219 b13 1249 c13 1153 b1 6090 d2 6354
a14 1142 b14 114 1 b2 6021 d3 6342
b3 6 011 d4 6374
Second gallery
b4 6059 d5 6346
Lines A mm Lines B mm Lines C mm Lines D mm BR lines mm
b5 6052 d6 6304
1a1 114 0 1b1 114 0 1c1 114 0 1br1 1770 b6 6015 d7 6293
1a2 11 40 1b2 1140 1c2 1140 1br2 1341 b7 6 017 d8 6229
1a3 114 0 1b3 1140 1c3 114 0 1br3 1189 b8 6057 d9 5982
1a4 11 40 1b4 1140 1c4 1140 1br4 970 b9 6040 d 10 5512
1a5 114 0 1b5 114 0 1c5 1140 b 10 5958
1a6 114 0 1b6 114 0 1c6 1140 b 11 5900
Stab1 855 Stab2 855 b 12 5861
Main Lines Stabilo Lines
b13 5504
Lines A mm Lines B mm Lines C mm Lines D mm BR lines mm BR main mm
b14 5396
2a1 390 0 2b1 3900 2c1 3900 2br1 2046 2br1 2265
2a2 390 0 2b2 3900 2c2 3900 2br2 2069
2a3 3900 2b3 3900 2c3 3900
Line lengths Deck L
32
33
34
35
Paramotor
3636 37
Safety and responsibility
Paragliding is a dangerous and high risk activity, where safety depends on the person
practicing it. By purchasing this equipment you are responsible to be a certied paragliding
pilot, and you accept all risks involved in paragliding activities, including serious injury and
death. Improper use or misuse of paragliding equipment considerably increases these risks.
The designer, manufacturer, distributor, wholesaler and retailer cannot and will not guarantee
your safety when using this equipment or accept responsibility for any damage, injury or death
as a result of the use of this equipment. This equipment should only be used by qualied and
competent pilots or by pilots under supervision of qualied paragliding instructors. You must
not use this equipment if you are not trained.
You alone as a qualied and competent pilot must take full responsibility to ensure that you
understand the correct and safe use and maintenance of this paragliding equipment and to
use it only for the purpose that it was designed for and to practice all proper safety procedures
before and during its use.
Guarantee
Triple Seven WARRANTY:
All Triple Seven products are fully warranted for 24 months, against material defects that are not
the result of normal wear or accidental damage.
39 38
Contact
Triple Seven Gliders
Company: 777 jadralna padala d.o.o.
Address: Ulica Ane Ziherlove 10
Postal Code / City: 1000 Ljubljana
Country: Slovenia
Tel.: +386 40 777 313
Email: info@777gliders.com
Online resources
For complete help, the latest news, product
information and support go to:
Official website:
www.777gliders.com
Facebook:
www.facebook.com/TripleSevenParagliders
Newsletter register:
www.777gliders.com/newsletter/subscriptions
Ask questions, make suggestions
General questions:
info@777gliders.com
Registration information
To fully use all Triple Seven maintenance and warranty services you need to register your glider
on our website. Wanting to provide good product support, we invite you to do so, even if you
bought your glider second-hand.
Triple Seven Warranty & Product registration:
http://www.777gliders.com/tripleseven/support
Get involved
As a new Triple Seven pilot we invite you to contact us in case of any technical or practical
issues regarding equipment or techniques. We also invite you to send us your ying photos,
videos or even postcards. We would like to hear from you and your exciting adventures with
your new Deck! Finally, join our Facebook community and share the passion. Have fun!
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Top 5 tips
1. Master your takeoff and ground handling techniques. This is great way to get a feeling for the glider
and basic active piloting safe on the ground.
2. Fly together with friends and have fun! Share exciting stories and ask questions to more
experienced pilots.
3. Safety rst, remember that its better to stay on the ground wishing to be in the air then to be in the
air wishing to be on the ground. Mountain will wait for another day.
4. Step by step, practice your equipment and techniques. Climbing is the most important! Practice it,
especially in weak conditions and don’t be afraid to bomb out.
5. Attend safety and XC courses and learn to y your glider safely.
“Gašper Prevc”
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