Windtech bali User Manual [en, es]

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manual

BALI

> english ––––––––––––––– Page 3

> español

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Windtech

w w w. w i n d t e c h. e s

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B A L I

2 4 ( x s ) - 2 6 ( S ) - 2 8 ( M ) - 3 0 ( L )

flight manual

e n g l i s h

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> index

> congratulations ––––––––––––––––––––––––––––––– 5

> warning & liability

> construction & materials

> inflation and launch

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> landing –––––––––––––––––––––––––––––––––––––– 9
> Possible flight incidences in turbulent air

-- asymmetric tuck ––––––––––––––––––––––––––––– 10

-- cravats –––––––––––––––––––––––––––––––––––– 10

-- frontal tuck –––––––––––––––––––––––––––––––– 10

-- asymmetric stall (spin) ––––––––––––––––––––––––– 10

-- deep stall –––––––––––––––––––––––––––––––––– 11

> bad weather flying

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> emergency procedures & quick descent techniques

-- big ears –––––––––––––––––––––––––––––––––––– 11

-- spiral drive ––––––––––––––––––––––––––––––––– 12

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– 11

-- b stall ––––––––––––––––––––––––––––––––––––– 12

> towing
> fly acro
> maintenance
> warranty
> technical specifications
> line measurements

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> congratulations

Congratulation for buying the new BALI

We strongly recommend that before you even unfold the BALI you read this manual care-
fully in order to be aware of any general limitations, performance characteristics, take off
and flight characteristics, landing procedures, dealing with emergency situations and
general maintenance.

We appreciate your feedback, so please send us your comments, positive or negative, in
regard to the Windtech range.

You are the best feedback and support for future products, and please remember that we
are always happy to give you any help and advice. You can always find more information
at www.Windtech.es or you can contact your local dealer.

Best winds > Windtech Team

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> warning & liability

Flying paragliders is a risky activity this may come by an imprudence by the pilot or by
unexpected bad weather conditions which may cause an accident and injuries to the
pilot. Windtech assumes that the purchasing pilot has the appropriate pilot's license has
taken a training course, and has the proper ability and enough experience to safely fly
the BALI. By being a BALI owner you are taking responsibilities by all the inherent risks
and you will make the risk higher but not taking the proper steps to fly safely. All liabil­ities actions against the manufacturer or dealer will be excluded by the misuse of this
product.

Use only certified harnesses with back protection, emergency parachutes according to the
weight range. Also do a daily inspection and pre-flight inspection of all your gear. Never
try to fly with a damage or unadapted equipment. Use helmet, gloves and boots.

All pilots must have a license and permit in their own country and a CR insurance.

Do a cautious inspection of the flying area as well as the weather conditions before tak­ing off. If you are not confident do not fly and always add an extra of security in the deci­sions taken. Do no fly under rain, snow, strong wind, turbulent air or overclouded skies

We must insist that reading this manual is not enough and you need a large experience
in all kind of flying conditions.

It must be absolutely understood that Windtech & the dealer do not accept any respon­sibility for accidents, losses, injuries, direct or indirect damage following the use or mis­use of this product

The BALI is right for experienced pilot of the Sport Class or Cross Country Class looking
for the best performance/safety ratio and are able to fly 100 hours per year. This wing is
certified in the top range of the EN B class.

> desing materials

The BALI structure is made with 53 cells with a different widths and has an inner struc­ture made with V-ribs. This makes possible a large line reduction. The new profile makes
this wing very safe and gives it a plus in performance and is very efficient when turning.

-- fabric

Top and bottom sail are make of 38 g nylon of high tenacity. Profiles are make out of a
stiffer nylon fabric to avoid deformation even after several years of intensive use. Profile
reinforcements are make out of polyester of 180 g. and plastic rods of 2.4 mm to help the
inflation of the wing.

-- lines

They come in different diameters of kevlar and dynema unsheathed: They have to be
inspected every 100 hours maximum.

-- brakes

Brake lines come a little longer so every pilot can adjust it according to his personal taste.
But you must always leave 10 cm before the brakes line starts acting in order to avoid
trailing edge deformation when the wing is fully accelerated. In case the brake handle
comes loose during flight or any brake lines is cut you can pilot the wing by pulling soft­ly the C risers

-- risers

4 risers. A riser has a red cover to recognize it at first look. Attached to this riser there is
another line with another maillon This is A' and is the big ears riser. B riser is blue and
also has a rope with a maillon the B', so the wing tips remain at positive angles when
accelerated. C riser comes in grey color.

-- speed system

The accelerator has being limited in travel up to a safety point, however you can gain 12­14 km of extra speed.

You have to adjust the harness to the speed system so you can use all the speed travel.
To do so you have to be seated in the ground meanwhile you are in your harness and
adjust the lines by pulling up the risers with tension. Another person help to do this is
recommended. Make sure also that the pedal is not pulling down the risers when you are
not using it.

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Once all the gear is rigged you have to test the whole speed travel in calm air.

The use of the speed system reduces the angle of attack and the canopy may be more
sensitive to collapses therefore do not use near the ground or in turbulent air and in case
you are hit by turbulence remove your feet off the pedal bar as quickly as possible.

Distance between attachments points (harness carabiners) must be between 42 and 48 cm.

-- all up weight

Each model of paraglider has been certified for its own weight range. It is recommended
to respect those weight ranges.

You have to take under consideration that if you want more speed, or more accurate han­dling or you like to fly in high mountains or strong conditions you have to choose to fly
in the top part of the weight range. If you want a better sink rate or you fly in flatlands
or weak conditions you can choose to fly in the bottom of the range weight (but you can
always carry ballast for stronger conditions).

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To get used to your new wing we recommend to do some ground handling exercises and
short flights from a training hill. This will enable you to set up your gear properly.

-- pre-flight

Check cautiously the risers. Check the maillon are perfectly closed and verify there are no
tangles in the lines.

Brakes lines must have 10 cm extra from the knot. Both lines must be equal in length and
no obstacle around the pulleys.

Check the carabiners and harness locks are closed, the parachute container pins are in
and the helmet is properly tight.

> inflation and launch

-- front launch

Choose an open space free of any obstacles, especially trees and power lines. Open your
glider in a slight horseshoe arc (semi-circle)& thoroughly check that you have no knots
or line twists. Connect the risers to your harness making certain that your karabiners are
fully closed and you have no twists in the risers. Pilot must be placed in the center and
two meters off the wing. By pulling the A risers walk forward till you feel pressure and
the wing starts inflating. Keep a constant pull in the risers until the canopy is well above
your head (do not pull down or forward since this will deform the leading edge and may
potentially cause a collapse and making the take off dangerous) Once the wing is above
your head release the risers and keep the brake handles in your hand applying a little
pressure This enables you to have some extra time for a final checking before taking off.
If the wing goes toward one side you have to keep the symmetry by using the other brake.
If one side collapses pump that side until it reopens. When the canopy is not fully inflat­ed stop and start again. After checking the canopy is perfectly inflated run forward and
launch.

IMPORTANT: Never take off when the glider is not fully inflated or falls toward one side.

-- reverse launch (strong wind take off)

Reverse launch is the safest method when the wind is strong during take off.

There are several ways to achieve this take off but the best way is to practice in an open
and flat space with a regular constant breeze.

We will proceed to describe one of these ways:

Set up the canopy as in the front launch. Turn 180 degrees to face the canopy by pass­ing one of the risers and lines well above your head when you do the turn.

Inflate the canopy pulling lightly the A riser (fi the wind is strong you may have to walk
a couple steps toward the paragliders during the inflation process) Once the canopy is

above your head release the risers and keep the handles in your hands, then do 180º turn
to face the slope, run and take off.

IMPORTANT: Never take off when the glider is not fully inflated or falls toward one side.

> landing

Choose a large field clear of all obstructions & in a clean laminar airflow with an extra
in security in case of making mistakes. Always face the wind when landing.

A different technique is needed for different wind strengths. Every landing should be
judged differently even if it’s your local site.

On final approach the pilot should have hands up (keeping a feel on the wing in case of
unexpected turbulence) so the glider has energy for a flare. In light or nil winds the pilot
will need a committed symmetric flare at around one meter above the ground. When the
wind is strong avoid too much braking to avoid a dangerous situation. Once in the ground
with strong winds run toward the canopy and pull the C risers to avoid being pulled by
the wind.

You must avoid the canopy to fall on its leading edge since the pressure will not escape
and you can brake cells and ribs.

> possible flight incidences in turbulent air

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-- asymmetrical tuck/collapse

An asymmetric tuck / collapse is when part (one side) of the wing ( say 20% or even any­thing up to 90% of the span) tucks or collapses, usually induced by turbulence but some­times also trough poor pilot control in turns and wing-overs.

The BALI is tested and certified to automatically recover without correction by the pilot,
but with the correct input the pilot can minimize any turning, and height lose, and help
the glider recover more quickly.

There are 3 basic steps to follow immediately if you have a collapse:

1. Weight shift to the flying side of your glider (away from the collapsed side). This helps
stop the rotation & increases pressure in the wing in the inflated side.

2. If needed apply the correct amount of brake to the open (flying) side to slow any rota­tion (spiral) induced by the collapse. Be very careful not to use too much brake as its pos­sible to stall the flying side of the glider, and enter further unstable situations which may
be harder to recover from than the collapse itself.

3. Once the glider has straightened out, or the spiral has slowed, smoothly pull down the brake
on the collapsed side, with a long stroke/pump, & the deflated side of the glider should re­inflate. As the glider re-opens release the brake immediately but progressively.

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With instruction & experience the above will become a reflex action, and the correct
input to give will become second nature to the experienced pilot.

-- front/symmetrical tuck collapse

A front tuck /collapse is a symmetric tuck of the leading edge of the wing, starting from
the centre of the canopy to the wing tip. This can be either a tucking of just the central
part of the leading edge of the glider, which can sometimes cause a front 'horseshoe' or
'rosette-ing' of the glider, or even a complete 'blow-out' of the whole canopy in extreme
situations.

When flying, a front tuck may occur while leaving a strong thermal, or more often while
using the speed system in turbulent air, or sometimes whilst flying down-wind of anoth­er paraglider & being 'waked' by the wing tip vortices of the glider and turbulence wake
turbulence of the pilot.

Remember, the pilot can learn to help stop collapses by flying 'actively', but if a front tuck
does occur it will easily clear itself. Re-inflating the wing can be helped by correct pilot
input and, once the glider is overhead, symmetrically applying 40 % of both brakes &
then releasing immediately will get pressure back in to the glider and speed up the recov­ery. Do not brake when the glider is behind you, as this can stall the wing, but wait for
the glider to shoot forward above your head, then brake.

-- cravats

If the wing tip gets stuck in a line this is a "cravat". This may cause a spiral very difficult
to control. First thing you have to do is to regain stable flight and flight straight. Then by
pulling down the stabile line try to free the wingtip. You have to be careful with the
amount of brake input since you may cause a stall by pulling to much the opposite brake.
In the case this method does not work the only option is a full stall. Do this with plenty
of height. If the wing spin accelerates and you can not control it any longer you have to
use the emergency parachute when there is still a lot of height.

-- asymmetric stall

This can happen when turning in a thermal at low speed (near the stall point) when you
want to close the turn and you don't rise the outer brake but you apply more input to the
inner brake causing an asymmetrical stall (half wing will fly forward and the other back­wards) When this happens to regain stable flight you have to rise the inner brake and the
wing will surge forward. Depending on the flat spin the surge can be quite large. Use the
brakes to stop the surge. Another option is to achieve a full stall and exit in a symmetri­cal way to avoid any twist. Do this with plenty of height above ground.

-- deep stall

It is possible that a glider goes into deep stall. This maybe caused in different situations:

when flying the wing wet, and after a slow exit from a B stall or after a symmetrical or
asymmetrical tuck. The result are that even when the canopy looks fully inflated is not