manual
KINETIK
3
Windtech
w w w . w i n d t e c h . e s
KINETIK
25-27-30
flight manual
4
> index
> congratulations –––––––––––––––––––––––––––––– 05
> warning & liability ––––––––––––––––––––––––––– 06
> design materials ––––––––––––––––––––––––––––– 06
> best glide ––––––––––––––––––––––––––––––––––– 08
-- un-powered flight –––––––––––––––––––––––––– 08
-- powered flight –––––––––––––––––––––––––––––– 09
> flight –––––––––––––––––––––––––––––––––––––– 09
-- inflation and take off ––––––––––––––––––––––– 10
> flying in turbulence –––––––––––––––––––––––––– 12
-- asymmetrical tuck/collapse–––––––––––––––––––– 12
-- front/symmetrical tuck collapse ––––––––––––––– 13
-- asymmetric stall (spin) ––––––––––––––––––––––––– 13
-- landing –––––––––––––––––––––––––––––––––––– 14
> weather to fly ––––––––––––––––––––––––––––––– 14
> emergency procedures & quick descent techniques – 14
-- big ears ––––––––––––––––––––––––––––––––––– 15
-- spiral drive ––––––––––––––––––––––––––––––––– 15
-- b stall ––––––––––––––––––––––––––––––––––––– 16
> maintenance –––––––––––––––––––––––––––––––– 17
> warranty ––––––––––––––––––––––––––––––––––– 17
> technical specifications ––––––––––––––––––––––– 18
> line measurements ––––––––––––––––––––––––––– 20
> flight log ––––––––––––––––––––––––––––––––––– 24
5
> congratulations
Congratulations on the purchase of your new KINETIK .
The KINETIK has been carefully thought out and designed to make paramotor flying as
simple and enjoyable as possible.
We strongly recommend that before you fly the KINETIK you carefully read this manual
in order to be aware of any limitations, performances, take off and flight characteristics,
landing procedures, emergency situation and maintenance.
We always 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 & advice.
Best winds
>
Windtech
team
6
> warning & liability
We have produced this manual so that you can get to know your KINETIK better, with
some helpful tips to help you feel comfortable with it from the very first day.
Windtech
assumes that the purchasing pilot has the appropriate pilot's licence, has
taken a training course, and has the suitable ability and enough experience to safely fly
the KINETIK.
THIS INSTRUCTION MANUAL IS NOT INTENDED AS A “TEACH YOURSELF PARAMOTORING”
BOOKLET. We have to make it very clear that to fly this wing safely and proficiently IT IS
NOT ENOUGH JUST TO READ THIS MANUAL, and that you, the pilot, MUST complete a
suitable paramotor flying course, and gain a good understanding of the concepts of
flight, both powered and un-powered. It is also imperative that you gain a good understanding of the weather and flying conditions, so that you know when it is safe to fly, and
WHEN IT IS NOT SAFE TO FLY.
This manual cannot be
used for operational
purposes. The flight log
& registration card must
be filled and stamped by
the dealer & returned to
Windtech
in order to
claim on the guarantee.
The use of this paraglider is entirely at the
user's own risk. As with
any adventure sport
paragliding is a high risk
activity-especially
without taking the
appropriate precautions- therefore it must
be absolutely understo-
od 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.
> design materials
The KINETIK is a glider that offers total security with beautiful handling & perfomance. The performance is very high due to a well-defined structure with 52 cells, with an
internal structure comprised of diagonals of different types, depending on the width of
the cell and an optimized line layout to reduce the overall number of lines.
7
This specifically designed paramotor wing has been reinforced in key areas of the wing,
especially at all of the attachment points on both the under-surface and the cell walls.
-- cloth
The upper and lower panels are made with 45 gr. Porcher Marine Skytex nylon. The ribs
are made with stronger nylon of to prevent airofoil deformation, even after several years
of intensive use. Rib (cell wall) reinforcements are made of Dacron 310 &180 gr. Line
attachment points are made of polyester.
-- lines
The KINETIK‘s lines are made from the highest quality Kevlar, with a polyester outer
sheath to protect the inner Kevlar core from abrasion and UV. The main (lower cascade)
“A” and “B” lines are 2.2mm, rated at 240kg, and the main “C” and “D” lines, are 1.7mm.
-- risers
WWe have designed the KINETIK‘s paramotor riser system to help overcome the
various complexities that powered flight entails.
The risers are shorter than usual (42cm), to
allow for the different flying position and help
minimise the effects of the chassis of the
engine.
The construction and materials of the wing
have been made stronger, especially the stitching of the main attachment points of the
wing.
The big-ears can be operated with one hand
easily and without strain.
The travel of the webbing of the trimmers is
on a pulley system, which means a greatly
reduced chance that they will slip (a big problem with normal trimmers) in normal flight
or after a sudden shock or under high pressure, such as a collapse or steep turn, offering a
greater amount of security with a very effective and easy to use system.
The ‘trimmers’ are used to set the ‘trim speed’
of the wing, and have been carefully designed
to give the best combination of efficiency and
stability across the whole speed range. When
Speed
Bar
Hook
Trimmers
8
the trimmers are pulled fully ON (pulled all the way through the ratchet, so that the rear
risers are effectively pulled down to their shortest position) the glider will fly at full slow
trim speed. When the risers are released all the way OFF (ratchet pressed, so that the
webbing slips all the way and the rear risers are in their longest position) the glider will
fly at full fast speed. It is vitally important that that you fully understand all of the
effects and implications of flying at different trim speeds, as this changes the handling,
safety and performance characteristics of any wing.
There are two lines of stitching on the webbing of the trimmers which are set at “normal” trim and a faster “powered flying” position. When the trim is set to the first stitching line (normal trim), this is the speed that should be used for taking off, landing and
flying in turbulence.
If you then raise the trimmers up to the second line of stitching, this is the faster “powered flying” trim position (the actual speed will depend a lot on wing loading), in which
the trimmers are set to compensate for the pitching back effect
caused by the push of the motor,
bringing the wing into a more
overhead position and giving
increased speed and performance.
Of course, caution should always
be used when low down and one
should always fly with the trimmers in the “normal” trim position
in turbulence and when near the
ground.
The trim travel will continue
slightly further than the “powered
flying” setting, to “full trim
speed”, but one should only ever
use this trim position in very smooth conditions, and with plenty of height, due to the
greatly reduced angle of attack of the wing. If the pilot requires more speed in turbulent
conditions, we recommend that the pilot leaves the glider in “normal” trim position and
makes use of the speed system.
> best glide
-- un-powered flight
Best glide in nil wind, and still air, is obtained at “trim” speed that is brakes fully released and no accelerator (speed bar) applied. It is always best to fly with a light pressure
on the brakes, keeping a “feel” on the wing in case of unexpected turbulence.
Normal
Position
Powered
flying position
9
When flying into (against the) wind a better glide can be obtained by using the speed
system. The following is rough guide line as to how much to apply.
-With around 10 km/h of head wind, best glide is obtained with 25% accelerator applied.
-With around 15-25 km/h of head wind, best glide is obtained with 50% accelerator.
-With around +25 km/h of head wind, best glide is obtained with 75-100% accelerator.
When flying downwind (wind from behind ) the best glide is obtained between 0% brake
and 10% of brake.
The trim travel of the glider has been limited to a point where the security/safety of the
wing is still high and yet permits a gain of 12km/h. In any case it is recommended not
to use the trimmers close to the ground, or when conditions are turbulent. If turbulent
conditions are encountered, or if you are nearing the ground we recommend that you
return the trimmers without delay to the “normal” trim position, for take-off, landing and
flying turbulence.
Always fly a glider that is the correct size for you, and remember that if your flying
weight is below the stated minimum, the speed range will diminish and inflation problems may appear. Also the handling will degrade in turbulent conditions, and it will be
easier to sustain collapses. If your flying weight is above the stipulated weight range, this
will result in a higher minimum speed and faster landing speed and the stall speed of the
glider will also be higher.
-- powered flight
The concept of performance under power is considerably different to that in free-flight
(without power). Factors that affect this include: thrust; power and size of the engine;
diameter of the cage; flight altitude; meteorological conditions, such as density of the
air; wing loading, etc. We STRONGLY recommend that you try to learn all about these
effects, by reading books about paramotoring and speaking with more experienced paramotor pilots, coaches and instructors, BEFORE you start flying.
What is certain is that, due to an increase in wing loading and the extra drag caused by
the chassis of the motor, the sink rate, flying and handling characteristics, and performance of the glider will be affected. For this reason we consider it extremely important
that the pilot chooses a motor that is most suited to the pilot’s weight, abilities, and
intended uses in flight, etc. When one takes into consideration all of the factors, one will
arrive at one set of performances and flight characteristics, or another.
> flight
Each and every glider has a checklist note passed though our strict quality control in the
factory. This includes line measurement, ground inflation and flight testing. Contact your
distributor for more information about this, and if your glider has not been pre-inflated
10
ask them to do so for
you. Every glider should
be test flown before it is
sold.
Note that each glider
has a unique sticker
attached to the centre
cell with the serial number, type of glider, size
and weight range.
We recommend that
your first flight on your
new glider be on a gentle slope in calm conditions before making any
further higher flights,
just to check the glider
and for you to get used
to flying it.
You should use a harness that has an ABS cross strap system and the maximum width
possible for the chest strap is 38 cm between karabiners.
For you own safety, we strongly recommend the use of back protection, helmet and
Windtech
WindSOS reserve.
-- inflation and take off
A paramotor launch is always more complicated than a free-flying (without paramotor)
one. More weight, the thrusting force of the wing, different position of the risers, accelerator throttle in one’s hand, etc, makes this usually the most difficult part of a paramotoring flight.
One has to bear in mind that a failed launch could result in the lines getting caught in
the propeller, breaking not only the lines but also the propeller itself, and in the worst
case could result in injuring oneself, or a bystander. For this reason it is very important
that you should not launch your paramotor in the vicinity of other people, and you
should always make sure that no one is near enough to sustain any injury from your
launch attempt. This could be either directly, for example from you colliding into them,
or indirectly, from flying debris blown up from the ground behind you from the thrust of
the engine, or from flying debris from a damaged propeller.
The pilot needs to always be very thorough and methodical with carefully preparing their
equipment and doing all of the required pre-flight checks, using a clear and complete
checklist. Always allow ample security margins to make room for any error, especially
11
during take-off and landing, and never forget that flying with a propeller that is rotating
40cm from your body carries inherent risks of serious injury and is therefore NEVER a
game!
For a good launch with the KINETIK always remember AT LEAST the following:
Lay out the glider as perpendicular to the wind as possible, for a better inflation.
Lay the glider out in an arc, which will help the wing inflate in the centre first and come
up straight and uniformly. If there is some wind, a pre-inflation, to get some air in the
glider and clear the lines, will increase the chances of a successful launch.
Make sure that the risers are not twisted and everything is set up correctly.
Carefully check all of the lines and attachments points, to make sure there are no twists,
knots, or tangles, and that everything is correct and free running.
Make sure that the trimmers are on the “normal” position for take off (first line of stitching on the webbing)
Make sure that the brake toggles are free running and not tangled.
- If you have attached the speed system, make sure that it is correctly set up, completely free running, and not tangled or caught up in any other part of your equipment.
- If you have a reserve parachute, make sure that this is also correctly set up, and that
nothing will either cause your parachute to deploy accidentally or prevent it from deploying correctly should you need to do so in an emergency.
-Continue with a full check of your paramotor engine, harness, and any other equipment,
carefully following all of the checks and recommendations as stipulated in your paramotor’s manual.
- Once you have commenced the launch run and the wing is roughly in the 10 to 11
O’clock position, and flying correctly, applying a little thrust from the motor will greatly
help with the launch.
- Before you start your launch run, make 100% sure that the wind & weather conditions
are safe and correct for taking off and flying, and that your take off run and the air space
you are about to launch into is clear of people, vehicles, any obstacles, or air traffic. IF
IN ANY DOUBT, DO NOT LAUNCH.
With the wing nicely overhead in the correct flying position, a quick BUT THOROUGH
visual check to make 100% sure that everything is in order, ensuring that the wing, lines,
risers, etc, are all in perfect order before committing to take off.
Now it is very important to keep your body as vertical as you can, so that the thrust of
the engine acts horizontally, and as much away from the canopy as possible, and then
accelerate to take off speed. If you do this correctly, you should find yourself in the air
within only a few meters.
12
> flying in turbulence
Only an experienced and proficient pilot should ever fly in any kind of turbulent conditions. The pilot has to fly ‘actively’ (to maintain correct air speed and glider attitude) in
effect ‘absorbing’ turbulence with the controls and weight shift to keep the glider overhead and help prevent any deflations and always to be extremely careful not to stall the
wing, through bad pilot input or use of motor, especially through overuse of thrust and/or
the controls.
Always remember that by applying thrust this pushes the pilot forwards relative to the
wing, increasing the angle of attack and wing loading, at least momentarily. This in effect
shortens the available brake travel (speed range) of the glider, making it stall at a higher
brake position. For this reason, under power it is not recommended to use more than 70%
of the brake travel and to generally use less brake than you would when not under thrust,
especially as you increase power. If the pilot encounters an area of turbulence just as
they apply power (they are pushed forward by the power of the engine and the angle of
attack of the wing therefore increases), one should be extremely careful as the control
and flight behaviour of the wing is very different whilst under power.
In turbulent conditions, it is possible for your wing to suffer from either an “asymmetric”
or “symmetric” collapse. Also known as “tucks”, these are described in the following
paragraphs, along with a description of what to expect and the recovery techniques
recommended.
-- asymmetrical tuck/collapse
An asymmetric collapse, is a longitudinal (lengthwise) collapse of a part of the wing (say
20 – 70%) which is normally caused by turbulence (although it is also possible to induce collapses through poor pilot input). In un-powered flight, any tucks or collapses on
the Kinetik should sort themselves out automatically within 90 degrees. If you have a
collapse whilst under power, you should always ease off the thrust gradually, as the
thrust of the motor can considerably complicate the wing’s reactions and recovery behaviour. In any case, the pilot should know how to first prevent and, failing this, to deal
with, an asymmetric collapse. They should also be familiar with the required recovery
procedures and techniques to return the glider to normal flight, with the minimum loss
of height or directional control.
If you have an asymmetric collapse, remember: “Course, then Correction”. First try to
maintain a SAFE course, WITHOUT STALLING THE WING BY OVER-CORRECTING, by first
weight shift towards the (still inflated) flying side of the wing (this will give a better wing
loading and augment the internal pressure of the wing) and apply around 20-40% brake
on the open side of the wing to try to minimise the turn induced by the collapse.
Remember that you should have gradually reduced the power of the engine.
BE CAREFUL when trying to stop the turn of the glider after a collapse not to use too
much brake and so stall the flying part of the wing, as this could cause more problems
13
than the collapse itself. Once you have maintained a safe course, and minimized the turn
induced by the collapse, you can apply CORRECTION to re-inflate the collapsed side of
the wing by giving smooth but firm pumps on the brake on the collapsed side, holding
down the brake until the glider re-inflates. Do not give small ‘panicky’ dabs of brake to
the collapsed side of the wing as this does not really help and will make the wing take
much longer to re-inflate. Once the wing re-inflates be careful not to hold down the
brake too much, for too long, as this could stall the wing, or induce a spin.
-- front/symmetrical tuck collapse
This is when the whole leading edge of the wing, from the centre to the tips, collapses.
It is possible to have a front tuck on exit from a strong thermal, when using the speed
system or trimmers in turbulent conditions, hitting a (wind) shear layer, etc. Generally,
this situation does not require any pilot intervention as the glider will re-inflate quickly,
autonomously and without problem. However, if the pilot wishes to help with re-inflation of the glider, this is the procedure to follow:
First, one should release the speed system (if one has it on) and pull both brakes approximately 50% until the glider reopens, and then immediately release the brakes so as to
not stall the wing. After the glider has re-inflated it is always a good idea to check the
trimmer’s, to make sure that they have not been pulled open by the shock of the re-inflation of he wing, and as you have suffered a collapse, it is best to make sure that the trimmers are in the “normal” position as it is clear that you are flying in a turbulent area!
-- asymmetric stall (spin)
It is extremely difficult to accidentally provoke a stall with the KINETIK, given the glider’s very forgiving flying characteristics and extremely low stall speed, the pilot has to
really abuse the brakes to do this. Of course, one should bear in mind that the brake travel is substantially reduced, and the stall point easier to reach when full thrust is applied
and the trimmers are in the slower “normal” flying position for take off.
In any case, it is possible for the pilot to stall the wing if, for example, when flying very
slowly (nearly at stall point) the pilot gradually releases the outer brake (the correct thing
to do) but then also applies more inside brake (on the side of the turn), thereby stalling
the inside wing. The stalled side of the wing now drops back into stall, rotating backwards (negative), whilst the still flying outside wing rotates forwards (positive) around
the pilot. In this case, to return to normal flight, the pilot has to raise the inside brake to
reduce the angle of attack, allowing positive airflow to return over the wing, and taking
that side of the wing out of the stall. In releasing the brake on the stalled side of the
wing (which is necessary to regain normal flight), the wing will then try to regain normal airspeed which, depending on the moment at which the spin is released and how
‘flat’ the spin was, will result in a dive which is more, or less, strong. If the wing dives
forward violently then the pilot should try to damp the dive by quickly applying a bit
more than approximately half brake (only enough to stop the dive) which should be
14
immediately released as soon as the dive is stopped, so as to avoid stalling the wing by
over-braking.
-- landing
You should pay extra care and attention for your first landings, especially if it is the first
time that you fly a paramotor. Above all, it is vital that you are 100% sure of the wind
direction in the landing area (ideally you should have a windsock and other pilots in the
landing field to guide you for this) and, once you are sure that you have enough height,
and glide, to reach the landing field easily, it is generally much better, and safer, to turn
off the engine on final approach. The rest of the landing should be the same as for a normal gliding (unpowered) landing approach. If AT ALL unsure of the techniques and
methods for setting up a good and safe controlled landing approach, you should talk to
other more experienced pilots, and/or a club coach or instructor BEFORE YOU FLY. You
should have a thorough briefing on the site, conditions, take-off, flight plan and landing
BEFORE you fly, ideally with radio guidance. It is not good realising that you do not know
how to land safely after you have already taken off, as it is TOO LATE by then.
In the last few meters the pilot should lift the brakes, to gain good airspeed (being careful to fly actively in case of turbulence, and in some cases you may have to keep some
brake pressure to give a more positive angle of attack and therefore reduce the chance
of a collapse). It is best to have plenty of airspeed on landing as this will help you, at the
last moment, to convert some of this air speed into a very positive flare, substantially
reducing your forward and downward speed and thereby leading to a softer landing.
Don’t forget that once on the ground one should always avoid allowing the glider to land
heavily on it’s leading edge, as it is possible to damage the cells, or cell walls, of the glider in this way.
> weather to fly
If in doubt about the weather and flying conditions, do not launch! Before going flying
you should check the weather forecast & always ask more experienced pilots about the
conditions expected for the day. Never fly if the weather conditions are unsuitable, especially with any of the following are present or even threatening: Strong wind; Rain;
Thunderstorms; Cumuli nimbus; or Cumulus congestus. If you are already in the air then
get down safely before it's too late! Always be aware of the weather changing & if in
doubt land as quickly as is safely possible.
> emergency procedures & quick descent
techniques
The following techniques are advanced & should be practiced ONLY with qualified radio
supervision and adequate safety back up. Always be prepared and consider what will
15
happen if things go wrong! With enough altitude it is possible to safely master these
manoeuvres ready for the day you may need them for real!
More radical’s manoeuvres such as full stall, asymmetrical stall and flat spin are not described in our manual. In order to perform these manoeuvres you should do a special
safety course with the correct instructor & over the water with a rescue boat standing
by, and all safety precations taken.
-- big ears
Big Ears is the simplest descent technique & can be very useful for top landing.
Sit upright in your harness & with the brakes in your hands reach up to the split “A” outer
riser, and be careful to watch the glider while you pull down one side, then the other.
Once you are sure that you have the correct riser, watch as you pull out & down, and the
tips of your glider should fold under symmetrically.
You should be applying NO brake, as you could stall the wing in this way.
Steering is done by weigh-shift.
To recover, release the outer 'A' lines & the KINETIK will return to normal flight.
The sink rate achieved from pulling big-ears is around 3–5 m/s. This manoeuvre is recommended close to the ground, as it allows the pilot to keep the big-ears in even until on
the ground (although
of course the pilot
needs be aware of
the higher descent
rate, and possible
hard landing that
may result). If one
combines the bigears with the trimmers (and possibly
the accelerator as
well), one gets a very
good descent rate
whilst keeping an
acceptable speed.
-- spiral dive
The Spiral Dive is obtained by maintaining the glider in a steep turn. Little by little (the
speed at which the spiral is entered depends greatly on how much brake is induced and
also wing loading) the glider will accelerate into the spiral, especially if one aids this with
weight-shift. Once the turn has converted into a spiral dive the pilot can control the
16
speed of rotation and descent with small changes of interior and exterior brake, and
more or less weight shift. It is possible to achieve descent rates of 10-15m/s or more in
this manoeuvre.
It is dangerous to induce spiral dives close to the ground due to the extreme centrifugal
forces which can cause fainting and, in some cases, blackouts or blurred vision..If you are
at all susceptible to any of these conditions, or are feeling at all unwell for any reason,
then you should not induce a spiral dive for this reason.
The exit from this manoeuvre should be performed gradually and progressively, finishing
in a nice controlled gentle turn to re-stabilise the wing. To do this, the pilot has to gradually ease off the inside brake, and reduce weight shift, then gently apply a little outside brake to ease the glider out of the spiral. The pilot must be very careful not to exit
a spiral (especially if well developed) too briskly, as this could result in a steep climb out
(with the wing far behind the pilot and in a very vulnerable position, with little internal
pressure, no airspeed and prone to collapses) followed by a sharp dive which may need
damping to prevent a collapse.
It is NOT recommended to induce a spiral dive at the same time as applying any thrust
or power from the engine, as this could result in instability.
-- b-line stall
To induce a ‘B-line” stall, first take hold of both ‘B’ risers (left and right) one
in each hand (left and right respectively) FIRMLY at the maillons. Then, pull the
B-risers down together to approximately the level of the karabiners, BEING
VERY CAREFUL TO DO THIS SYMMETRICALLY so as to not induce a spin. This will
“B-stall” the glider, by deforming the aerofoil section of the wing in such a way
as to stop the airflow going over it as normal, effectively ‘breaking’ the aerofoil effect. If done correctly, the glider will now enter into a “B-line stall”,
which is a kind of “parachutal” stall, stopping the glider flying and rendering
one’s trajectory effectively straight down through the air (BUT DRIFTING WITH
THE WIND). Once in the “B-line” stall one can control the descent rate to a
degree by pulling down more or less on the B-risers and it is possible (in still
air) to achieve descent rates from 5-11 m/s. BE CAREFUL, AS PULLING DOWN
TOO FAR ON THE B-LINES CAN CAUSE THE GLIDER TO BECOME UNSTABLE, SO
THIS SHOULD BE AVOIDED.
To exit from the B-line stall correctly, and minimise the chance of any instability, the pilot should keep a firm hold of the B-risers and raise them until there
remains 10cm of travel of the B-risers and then release them completely,
taking care to do this SIMULTANEOUSLY. If the B-line is entered, or released,
asymmetrically, it is possible to enter a spin, and so this should always be avoided. Once the B-risers have been released in the correct manner the glider will
return to normal flight spontaneously with a small dive as it regains “healthy”
airspeed.
17
Obviously, one should never do a B-line stall at the same time as engaging any
thrust or power from the engine as this could result in unstable situations
which could lead to dangerous loss of control.
> maintenance
Store the paraglider in a dry space away from chemical agents, UV light and high temperature. If the canopy has been packed wet it is necessary to reopen it and let it dry
before packing away for a sustained period. Keep the canopy and lines clean, as dirt may
penetrate into the fibres and damage them.
Clean the paraglider only with fresh water and a soft sponge. If you are unfortunate to
land in the sea & survive! Hose/soak the glider with fresh water & dry completely.
Absolutely avoid contact with chemical agents like oil, petrol, solvent and similar, which
can damage the fabric and its surface covering.
We strongly recommend you to have a full inspection of the paraglider by
Windtech
or an approved
Windtech
repair centre at least once a year. Besides this you should
check periodically the lines, cloth and stitching.
Every 150 h. or once a year, which ever comes first, change all bottom lines. This is very
important to maintain the flying and safety characteristics of the wing. The rest of the
lines must also be checked and change them if they have deteriorated. Test some of the
lines that are not changed for minimum 40% of the rated strength. If the line fails you
should replace them all before using your glider.
Small tears in the sail can be repaired by using adhesive spinnaker cloth, which we supply
with every new glider.
Big tears and repairs regarding sewing or structural parts of the paraglider must be
carried out only by the manufacturer or authorised service centres.
> warranty
This glider carries a two-years guarantee from defects due to materials and manufacturing.
If a product is deemed to be defective by
Windtech
, the warranty covers the repair
or replacement of the defective product only.
Windtech
will not be responsible for
any costs, losses or damages incurred as a result of loss of this product.
Windtech
is not responsible for mailing costs or material costs used other than what
is found to be defective.
This warranty does not cover damage caused by misuse, abuse, neglect or normal wear
& tear including damage due to excessive sun exposure, damage caused by improper
handling & damage caused by anything other than defects in material & workmanship.
18
KINETIK
| technical specifications |
19
Size
Area (m2)
Projected area (m2)
Span (m)
Projected span (m)
Aspect ratio
Projected aspect ratio
Max .chord (m)
Min. chord (m)
Nº cells
Line lenght (m)
Canopy weight (kg)
25
25.85
22.8
11.52
9.55
5.13
4
2.82
0.63
52
6.94
6.47
27
27.6
24.3
11.9
9.86
5.13
4
2.91
0.65
52
7.17
6.68
30
30.15
26.6
12.44
10.31
5.13
4
3.04
0.68
52
7.49
7.3
Pilot weight (kg)
Weight in fly (kg)
Certification D.H.V. - Standard Risers
Certification CEN - Paramotor Risers
52-72
70-120
1-2
pa ramo tor
67-87
85-145
1-2
pa ramo tor
82-107
100-165
1-2
pa ramo tor
20
21
KK II NN EE TT II KK 33 00
20
197,5
186,5
195
125,5
56,5
216,5
216,5
216,5
216,5
1
2
213
216,5
140,5
361+20
209
181
160
153
209
212,5
62,5
58,5
69,5
69,5
509
209
495
63,5
65
72
216,5
134
209
134
62,5
62,5
63
504,5
61
209
470
212,5
67,5
134
134
67
61
60
209
502
212,5
212,5
212,5
209
492,5
209
209
502,5
216,5
219
3
4
5
6
8
7
9
10
13
209
488
209
213
496,5
209
212
14
15
198
199
209
487
513
209
16
17
19
18
11
12
126,5
44,5
46,5
134
54,5
53
64
125,5
56
57,5
47,5
53
55
522,5
83,5
42,5
st
26
64,5
70,5
125,5
125,5
69
68,5
66,5
69
24
23
25
21
22
22
KK II NN EE TT II KK 22 77
65,5
67,5
52
128
200
200
200
200
345+20
66,5
207
207
207
207
1
23
470
120
483
172,5
200
200
145,5
487
56
66,5
153
60
62
474
203,5
68,5
60
134,5
60
207,5
200
200
200
64,5
128
128
60
58
60
203,5
57
128
64
128
480,5
58
54
186,5
466,5
200
200
208,5
200
471
203,5
481
203,5
207
207,5
475
4
5
203,5
6
7
8
9
11
10
18
200
190,5
203,5
203,5
202,5
200
465,5
178,5
120
189
120
19
492
190
120
20
21
12
13
14
15
16
17
80
500
52,5
44,5
45,5
51
61
55
42,5
121,5
25
65,5
53,5
51
65,5
63,5
40,5
st
26
22
23
61,5
24
23
20
183
173
180,5
11 6
11 6
11 6
11 6
52,5
334+20
200,5
200,5
200,5
200,5
1
2
200,5
197
130
148
194
167 141
194
197
65,5
54
64,5
58
471,5
193,5
458,5
58,5
60,5
66,5
201
194
124
58
58
58
124
467,5
56,5
193,5
455
197
62,5
124
124
56,5
62
55,5
193,5
465
197
197
197
193,5
456
193,5
193,5
465,5
201
202
3
4
5
6
8
7
9
10
14
193,5
452
193,5
197
460
193,5
196
15
184,5
193,5
451
476,5
193,5
16
17
182
19
18
13
11
12
52
41
49
124
50,5
43
59
53,5
44
50,5
49,5
484
77,5
39
st
59,5
65
63,5
63,5
61,5
26
24
23
63,5
25
21
22
11 7
KK II NN EE TT II KK 22 55
24
| flight log |
size
date site duration flight details
KK II NN EE TT II KK
KINETIK
| francisco rodríguez · 7 | 33201 g i j ó n | spain | p.o. box · 269 33280 |
|
p# · 34 985 357 696 | fax · 34 985 340 778 |
|
email · info@windtech.es | web · www.windtech.es |
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