Windtech kinetik plus User Manual

manual

KINETIK PLUS

Windtech

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

K I N E T I K

3

P L U S

2 3 - 2 5 - 2 7 - 3 0

flight manual

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> 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 ––––––––––––––––––––––– 19
> line measurements –––––––––––––––––––––––––––– 21
> flight log ––––––––––––––––––––––––––––––––––– 23

> congratulations

Congratulations on the purchase of your new KINETIK PLUS .

5

The KINETIK
ing as simple and enjoyable as possible.

We strongly recommend that before you fly the KINETIK
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

You are the best feedback and support for future products, and please remember that we
are always happy to give you any help & advice.

PLUS has been carefully thought out and designed to make paramotor fly-

PLUS you carefully read this

Windtech range.

Best winds

>Windtech team

6

> warning & liability

We have produced this manual so that you can get to know your KINETIK PLUS 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.

PLUS.

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 activity­especially without taking
the appropriate precau­tions- therefore 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.

> design materials

The KINETIK PLUS 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.

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 PLUS 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

We have designed the KINETIK PLUS paramo-
tor riser system to help overcome the various
complexities that powered flight entails.

7

Speed
Bar
Hook

Trimmers

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’

8

of the wing, and have been carefully designed to give the best combination of efficien­cy and stability across the whole speed range. When 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 load-

Powered
flying position

Normal
Position

fly with the trimmers in the “normal” trim position in turbulence and when near the
ground.

ing), 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

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.

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.

9

-- 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

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!

11

For a good launch with the KINETIK

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.

PLUS always remember AT LEAST the following:

- 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

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

PLUS should sort themselves out automatically within 90 degrees. If you have

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!

13

-- asymmetric stall (spin)

It is extremely difficult to accidentally provoke a stall with the KINETIK PLUS, 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

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.

15

To recover, release the outer 'A' lines & the KINETIK

rate, and possible hard landing that may result). If one combines the big-ears with the
trimmers (and possibly the accelerator as well), one gets a very good descent rate whilst
keeping an acceptable speed.

PLUS will return to normal flight.

The sink rate
achieved from
pulling big-ears is
around 3–5 m/s.
This manoeuvre is
r e c o m m e n d e d
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

-- 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

16

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
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.

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.

17

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.

18

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.

KINETIK PLUS

| technical specifications |

19

Size

2

Area (m

Projected area (m

)

2

)

Span (m)

Projected span (m)

Aspect ratio

Projected aspect ratio

Max .chord (m)

Min. chord (m)

Nº cells

Line lenght (m)

Canopy weight (kg)

Pilot weight (kg)

23

24,1

21,7

11,12

9,25

5,13

4

2,7

0,61

52

6,7

7,94

45-65

25

25,85

22,8

11,52

9,55

5,13

4

2,82

0,63

52

6,94

7,94

52-72

27

27,6

24,3

11,9

9,86

5,13

4

2,91

0,65

52

7,17

8,17

67-87

30

30,15

26,6

12,44

10,31

5,13

4

3,04

0,68

52

7,49

8,8

82-107

Weight in fly

Certification D.H.V.

Standard Risers

Certification E.N.

Paramotor Risers

60-120

1-2

paramotor

70-120

1-2

paramotor

85-145

1-2

paramotor

100-165

1-2

paramotor

20

21

A1-R

A1

A2

A3

A4

A5

A6

A7

A8

A9

A10

B1

B2

B3

B4

B5

B6

B7

B8

B9

B10

C1

C2

C3

C4

C5

C6

C7

C8

C9

D1

D2

D3

D4

D5

D6

D7

D8

D9

B11

C10

D10

D11

A11

A12

B12

C11

B1-R

A2-R

B2-R

A3-R

B3-R

C1-R

D1-R

C2-R

D2-R

C3-R

A1-M

B1-M

C1-M

D1-M

B4-R

D2-M

BR1

BR2

BR3

BR4

BR5

BR6

BR7

BR8

BR9

BR10

BR11

BR12

BR1-M

BR2-M

BR3-M

BR4-M

BR5-M

BR6-M

BR13

BR14

BR15

BR16

BR17

BR18

BR19

BR20

BR7-M

BR8-M

BR9-M

BR1-R

BR2-R

BR3-R

BR-0

K I N E T I K

P L U S

2 3 - 2 5 - 2 7 - 3 0

22

A
B
C
D

A=340 mm
B=370 mm
C=430 mm
D=500 mm

=500 mm

B

A

C

D

ç

B

A

C

D

ç

KINETIK PLUS

| flight log |

size

date site duration flight details

23

24

KINETIK PLUS

| francisco rodríguez · 7 | 33201 g i j ó n | spain | p.o. box · 269 33280 |

| p# · [phone] | fax · [phone] |

| email · [e-mail] | web · www.windtech.es |

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