PULSAR
manual
3
Windtech
w w w . w i n d t e c h . e s
PULSAR
23-25-27-30
flight manual
4
> index
> congratulations –––––––––––––––––––––––––––––– 05
> warning & liability ––––––––––––––––––––––––––– 06
> construction & materials –––––––––––––––––––––– 06
> certification ––––––––––––––––––––––––––––––––– 07
> best glide ––––––––––––––––––––––––––––––––––– 07
> flight –––––––––––––––––––––––––––––––––––––– 08
--launch –––––––––––––––––––––––––––––––––––––– 08
--strong wind ––––––––––––––––––––––––––––––––––– 08
> thermal flying ––––––––––––––––––––––––––––––– 09
> flying in turbulence –––––––––––––––––––––––––– 09
--asymmetric tuck ––––––––––––––––––––––––––––––– 10
--frontal tuck ––––––––––––––––––––––––––––––––––– 10
--asymmetric stall (spin) –––––––––––––––––––––––––––– 11
--landing –––––––––––––––––––––––––––––––––––––– 11
> weather to fly ––––––––––––––––––––––––––––––– 12
> emergency procedures & quick descent techniques – 12
--big ears –––––––––––––––––––––––––––––––––––––– 12
--spiral drive ––––––––––––––––––––––––––––––––––– 12
--b stall ––––––––––––––––––––––––––––––––––––––– 13
> maintenance –––––––––––––––––––––––––––––––– 14
> warranty ––––––––––––––––––––––––––––––––––– 14
> technical specifications –––––––––––––––––––––––– 15
> line measurements –––––––––––––––––– 17-18-19-20
> flight log ––––––––––––––––––––––––––––––––––– 22
5
> congratulations
Congratulations on the purchase of your new PULSAR DHV 1-2.
The PULSAR has been designed for intermediate and experienced pilots that are looking
for a superb all round performing wing with incredibly sweet, dynamic handling , and
absolutely minimal compromise in stability. The PULSAR's amazing balance of performance, ease of use and stabilty with give your flying skills and confidence a massive
boost, and take you easily to new levels of acheivement!
We strongly recommend that before you even unfold the PULSAR you carefully read this
manual in order to be aware of any limitations, performance, 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, regarding the
Windtech
line.
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
This manual has been created to give the pilot help and hints for the correct operation of
this wing. By no means is this a substitute of a training course, or appropriate experience gained with years and hours of airtime, nor is this manual intended to give pilot´s knowledge regarding flight safety.
Windtech
assumes that the purchasing pilot has the appropriate pilot's licence, has
taken a training course, and has the ability and experience to safely fly the PULSAR.
This manual cannot be used for operational purposes. The flight log & registration card
must be filled out completly and stamped by the dealer & returned to
Windtech
in order
to make a 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 precautionstherefore 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 PULSAR is a DHV 1-2 glider that offers total security with beautiful handling &
performance. 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.
--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 lines are made of Kevlar covered with polyester sheath for protection against wear, UV and abrasion. The
lower section of the brake lines is made from Dyneema.
This material is less prone to failure after repeated use
through the brake pulleys. The riser karabiners, also called
quick links, are made with stainless steel of 800 Dan.
Risers are made of pre-stretched polyester of 900 Dan.
7
> certification
The PULSAR is a paraglider of an intermediate level that has passed easily the tests of
the DHV level 1-2. This glider has successfully passed the DHV shock test with a weight
equal to the maximum total (all up) take-off weight. This means that the paraglider is
certified to resist to a load of 8 (eight) times the gravitational acceleration (8 G´s).
With regards to the weight range of the glider, ALWAYS be certain that you are within
the correct weight range of the glider. To fly under, or overweight can adversely affect the
stability of the PULSAR & flown as such will make it no longer a certified glider.
> best glide
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 (6,2 Mph) of head wind, best
glide is obtained with 25% accelerator applied.
With around 15-25 km/h (9,3-15,5 Mph) of head
wind, best glide is obtained with 50% accelerator.
With around +25 km/h (+15,5 Mph) 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 PULSAR is a DHV
1-2 accelerated but using the
accelerator system close to the ground is not advisable & it should be released as soon as turbulent air is
encountered.
Note that the glide angle is not affected by the wing
loading, but that the security is.
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.
8
> 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
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.
We also recommended that you use a harness that has an ABS cross strap system and
that 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.
> 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.
Make sure your helmet is securely fastened & clip into your harness making
sure all straps are securely fastened.
Connect risers to your harness making
certain that your karabiners are fully closed & you have no twists in the risers.
> strong wind
We do not recommend taking off, or
flying, with a wind speed higher than
25 km/h (15,5 Mph); this may change
depending of pilot´s experience, but we
remind you that flying in poor weather
conditions is the single greatest cause
or accidents in free-flying.
We recommended that the reverse launch is the best technique when the wind is strong
at take off.
9
There are many reverse launch methods/techniques which the pilot can learn. To progress
well with your flying, and to be a good pilot, it is necessary to master at least one of the
techniques. If you can achieve 100% control your glider on the ground then you will be
a better, safer pilot in the air & this will also help you to understand the dynamics of a
paraglider in flight.
> thermal flying
The PULSAR is a pure pleasure to thermal with. To achieve the best sink rate the pilot
should use around 35% of inside brake (on the turning side) and 25% of outside brake
whilst using weight shift to help maximise the efficiency or turn.
Easing off on the outside brake can change the steepness of the turn, and help with the
your efficiency in the thermal. This is a more advanced technique & should be practised
with an instructor and/or experienced pilot to perfect it.
With the harness chest strap pulled tight weight shift is less effective but the security
will be increased and the wing feel more “solid”, & vice versa. The maximum chest strap
distance (karabiner to karabiner) should be 38 cm.
> flying in turbulence
Most pilots want to enjoy the pleasures of thermal and coss-country flight.
One thing to always consider is that normally
these flying conditions are rougher, stronger and
sometimes unpredictable and more difficult to
handle which can lead to unstable situations
such as collapses. There will always be some
level of turbulence associated with thermals.
If you progress at a nice steady rate, and keep
safe, you will find thermal flying will become a
pleasure. With qualified instruction you will
actually learn faster, learning how to optimise
your thermal skills and deal correctly with unstable situations such as collapses, rapid descent
manoeuvres, stalls ands spins, and so you will
get far more from your flying.
With the correct technique & qualified instruction the pilot can learn to help stop collapses by flying “actively” & recover the wing more quickly, by the giving the correct input,
when collapses occur. Remember, the glider is tested to recover and so it is always better
to under-react than to over-react. Over reacting to a situation can prevent the glider from
self-recovering, and recovering air speed, and cause it to enter further unstable situations.
10
> 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 though poor pilot control in turns and wing-overs.
The PULSAR is tested and certified to automatically recover without correction by the
pilot with a maximum direction change of 90 degrees of turn, but with the correct input
the pilot can minimise any turning, and height loss, 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 re-inflate. As the glider re-opens release the brake immediately but progressively.
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 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 come forwards above your head, then brake.
11
> asymmetric stall (spin)
This is a very difficult situation for the pilot to provoke with the PULSAR, given it's very
low stall speed, you have to really abuse the controls a lot to manage it. Even so, this
situation can be induced if, say, the pilot is turning very slowly in a thermal (near the stall
point), and wants to tighten the turn even more, and at the same time as smoothly lifting the outside brake (which is the correct thing to do), if the pilot simultaneously brakes more on the inside brake, this may stall the inside wing which will then go into spin.
One half of the wing flies forwards, whilst the other flies backwards (negative). In this
case to return to normal flight, one has to raise the inside brake, returning air speed to
the inside wing, which will cause the wing to surge and dive forwards. This dive can be
more or less violent, depending on what stage that the flat spin is in, how much the spin
had been allowed to develop, and the moment at which the brake is lifted. If the pilot
wants to intervene to dampen this dive, they will have to adopt a position (roughly) of
something more than half brake, which must then be released as soon as the dive is stopped, or the wing may then go back into a stall or spin. Another option is to put the glider directly into a full stall immediately that the spin is entered, and from this the exit is
more symmetric with less chance of a twist.
> landing
Choose a large field clear of all obstructions & in a clean laminar airflow.
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 of 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 1 meter above
the ground.
In stronger winds less of a flare is needed & the pilot must judge this for himself through
practice & training from a qualified instructor.
The flight is not finished, and the pilot is never fully safe, until the glider is safely controlled on the ground.
Avoid letting the glider land on the leading edge. If the glider lands with force on the leading edge it is possible to burst the inner cells and walls of the wing and you should carefully examine the wing for any damage to the joining of the ribs to the cells.
12
> 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 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.
Even though the PULSAR is DHV
1-2 this is not a guarantee against flying in turbulent
air. Remember that even an airline jet can crash due to rotors and bad weather!
> 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 when you may need them for real!
More radical manoeuvres such as a 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 precautions taken.
> bigs 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” risers
marked in red. Make sure that you have the correct line, 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 line, 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 PULSAR will return to normal flight.
> spiral dive
The Spiral dive is performed by starting a series of 360 degrees turns, gradually pulling
one brake harder and harder and weight shifting into the turn. Pull more inside brake, and
13
weight shift harder, for a faster spiral dive. Ease off on the inside brake, and weight-shift
less hard, to regain level flight. Like this, the pilot can control the bank angle and the
sink rate of the glider in the Spiral dive. Always remember that whilst in the Spiral dive
you are drifting with the wind, and it is very easy to become disorientated.
This manoeuvre is not approved for bank angles higher than 60 degrees. At this upper limit
the sink rate of the canopy is approximately 10 m/s and the wingloading equal to 2G's.
For bank angles higher than 60 degrees the sink rate can reach 20 m/s but the greater
wingloading (G's) can cause eyesight and equilibrium problems, and cause some people
to 'black out' (faint), which consequently can make the manoeuvre extremely dangerous.
To recover from a spiral dive, the inner brake must be progressively and slowly released,
until the canopy assumes normal fligh. A good rule of thumb is to use the same number
of 360-degree turns as you did on entry, when exit you, to give a safe and progressive
recovery. If you release (hands up) from a tight spiral dive you will experience a big surge
followed by a dive. (In turbulent air this can result in a collapse.) The PULSAR has been
tested for this but it is advisable to learn the correct exit method, i.e. progressively release the inside brake.
> b stall
The B-line stall is a real stall, and even though the wing appears to be flying above your
head the laminar airflow over the wing is completely lost. During B-Stall, the canopy
decens perpendicularly to the ground (straight down, but drifting with the wind) at a sink
rate of 5 to 12 m/s, with an angle of attack of 90 degrees.
To enter a B-Stall, it is necessary to sit upright in your harness, reach up with the brakes
still in your hands (possobly with the toggles around your wrists) & securely clutch each
B risers in each hand at the top near the Maillons Rapides (quick links). To enter the Bline stall, pull down symmetrically on the B risers. (About 40 cm)
The force initially is quite hard (for about the first 15cm) but for the last part the force
required to pull down is less. Keep your weight centred in the harness, and keep the risers
held at a symmetric level to each other. The more B riser pulled the faster the decent rate,
but the glider can become unstable with a very deep B-line stall.
To return the glider to normal flight conditions:
Ease up the B-risers SYMMETRICALLY and rapidly release them.
Releasing the B-lines from a deep B-line position works fine (& if unsure whilst attempting the manoeuvre simply release the B-lines together from this position) but puts unnecessary load on the glider. Raise your hands during the release always.
If necessary, control the surging forward of the canopy by gently braking when the glider
is in front of you. Do not brake too hard as you may cause the wing to enter a full stall
in this way, and let the brakes back up as soon as the surge has stopped.
14
> 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 chemicals, which can damage the fabric and its surface covering.
We strongly recommend you to have a full inspection of the paraglider by
Windtech
or
the distributor 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 requiring sewing or structural parts of the paraglider must be carried
out only by the manufacturer or authorized service centres.
> warranty
This glider carries a one-year 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.
15
size
area (m
2
)
projected area. (m
2
)
span (m)
project. span. (m)
aspect ratio
project. aspect ratio.
max .chord (m)
min. chord (m)
nº cells
line lenght (m)
canopy weight (kg)
pilot weight (kg)
weight in fly (kg)
min.-max speed
(km/h)*
max speed trim
(km/h)*
certification
25
25,85
22,8
11,52
9,55
5,13
4
2,82
0,63
52
6,94
7,47
52-72
70-90
22-50
37
D.H.V.1-2
27
27,6
24,3
11,9
9,86
5,13
4
2,91
0,65
52
7,17
7,68
67-87
85-105
22-50
37
D.H.V.1-2
30
30,15
26,6
12,44
10,31
5,13
4
3,04
0,68
52
7,49
8,3
82-107
100-125
22-50
37
D.H.V.1-2
| technical specifications |
PULSAR
* speeds with medium range weight pilot at sea level.
23
24,10
21,27
11,12
9,22
5,13
4
2,70
0,61
52
6,71
7,2
42-62
60-80
22-50
37
AFNOR
Std.
16
17
PP UU LL SS AA RR 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
493
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
18
PP UU LL SS AA RR 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
472
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
19
PP UU LL SS AA RR 22 55
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
456,5
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
20
187
333+20
62
62
161
52,5
455.5
193.5
187
193.5
193.5
187
187
443
440.5
450
193.5
1
187
23
4
5
24
44,5
43,5
54
119,5
187
187
56
56
136
143
58
64
119,5
126
451.5
56
56
449
119,6
60,5
56
60
54
119,5
119,5
48,5
50,5
53
49,5
14
189.5
190
190
190
190
194
190
194
190
194
187
439.5
436
187
187
444
190
195
6
7
8
9
10
11
187
13
12
177.5
441.5
435
187
187
187
11 2
174.5
11 2
167
11 2
51.5
57
47.5
50
176.5
11 2
57.5
59.5
63
22
61
23
19
187
15
16
18
17
20
21
467.5
st
113.5
49
40
61
38
75
26
25
61
PP UU LL SS AA RR 22 33
21
A
A’
B
C
D
= 50cm
= 30,5
= 30,5
= 33
= 41
= 50
A
BC
D
A
B
C
D
cm
cm
cm
cm
cm
A
A’
B
C
D
A’
A’
22
| flight log |
size
date site duration flight details
PP UU LL SS AA RR
POWERED BY WINDTECH
| 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 |
PULSAR
Loading...