User Manual Revolution (classic) - click here to
Contents
1. Points to note If possible know all about your landing area before you take off Check the wind direction before you set up your approach Power off landings probably need less space If in doubt practise your approach until you are sure you can land safely Advanced manoeuvres The Revolution has achieved a AFNOR rating for the manoeuvres prescribed by the test authorities However it is essential that pilots take proper training before attempting certain aerobatics We also suggest that you seek advice from instructors or experienced pilots before conducting ANY of these manoeuvres or go flying in extreme conditions and that you carry a reserve parachute if this type of flying is for you Big ears This method is a good safe way of descending However care should be taken when pulling down the outer A lines not to pull them too far the Revolution has a lot of load on the A s especially on the faster trim settings A spiral may be a more efficient way to get down Note we do not recommend using big ears with power There is a risk of stable stall and it defeats the object B Lining The revolution B Lines well however we recommend that you undertake proper training as recovery characteristics change through out the trim range A spiral is a much safer more efficient way to get down Adverse flight reactions Cravats Despite the intensive testing that has taken place The Revolution is a modern wing and in the name of2. It also marks the recommended easiest take off position however not the slowest Standard Performance Trim marker Trims fully off so full reflex effect stiffer brakes but so fast going places performance Neutral T lid Trim marker Diagram RR3 showing speed bar usage gt Maximum speed bar Maximum speed bar with trims on neutral with trims off giving Good for input with the full reflex effect manoeuvres when experienced A very pitch stable slower than with trims fully off amp fastest setting however a higher sink so less economy Neutral Neutral Trimmer marker Trimmer marker Note It is recommended that speed bar is only applied with these trim settings Speed bar g Speed bar pushed pushed Technical Data for Paramania Revolution Revolution 26m __ 47 cells 47 cells 47 cells 28 6 Sq metres 27 17 Sq metres 23 17 Sq metres 2901 mm 2756 mm 2350 mm 699 mm 664 mm 566 mm 2196 mm 2086 mm 1779 mm 12300 mm 11685 mm 9963 mm 5 60 5 60 5 60 10048 mm 9546 mm 8139 mm 4 58 4 58 4 58 25 7 Sq metres 24 42 Sq metres 20 82 Sq metres 7370 mm 7002 mm 5970 mm 470 mm 470 mm 470 mm 440 mm 440 mm 440 mm 28m Load tests the DHV graph below represents 184kg 8g This was after DHV 5000 cyclic line calc depicting old lines When new lines are tested they are 50 stronger DHV GS Festigkeltsmessung PG Ioad test 16 000 4 14 000 1
3. With trims on slow the wing lands like any other paraglider plenty of air speed on approach progressive flare converting speed into lift till the moment of touchdown When land ing with the fast trim on the process of bleeding off the extra speed to land can take longer and require more space In this mode there is a lot of stored energy so you may find yourself climbing out again if you aren t that smooth on the controls Having said that the brakes are very powerful The last bit of brake travel really shuts the wing down and slows you up It does not take long to develop the confidence to fly in stronger winds than normal but great care must be taken when flying fast near the ground The Revolution stores energy well so whilst it is possible to bleed off your speed without losing height before touch down respect must be shown for the higher speeds possible especially in slope landings On landing in high winds the glider may be collapsed with confidence using a strong pull on the rear or B risers 3 2 Flying Under Power NOTE Thorough pre flight checks for glider harness and engine are essential prior to any launch For powered flight many of the characteristics are the same as in the previous section 3 1 However there is a certain amount of additional information particu larly where the addition of the thrust of the power unit and correct matching of the wing to the motor unit is concerned Paramania cannot be held responsible for the m
4. performance it has an efficient line configuration This means more gaps in between lines so always a possibility of a cravat this being when some of the canopy makes its way between lines after recovery from a deflation either induced by the pilot or through severe turbulence Normally pumping the brakes unravels the wing if not then a sharp pull on the B s or D s usually does the job Stable stall When any wing has many hours or has been over loaded one of the first signs of degradation is a tendency towards stable stall ing This may occur whilst exiting a high energy or advanced manoeuvre When a power unit is added it can even occur during a low airspeed take off Especially when a very powerful engine relative to the pilot weight and wing loading is used It is also more likely on the slow speed trims Should you find yourself in this situation In flight The quickest recovery is achieved by coming off the power if any give a short sharp pull on the brakes in unison followed immediately by a firm but even pull on both A s at once During take off ALWAYS ensure that your wing is definitely flying with enough air speed before opening the gas or pulling on any brakes during any launch If it does happen that you have managed to leave the ground but are not fully flying DO NOT add more power and more brakes but smoothly come off them If the wing does not accelerate just land Re assess the conditions as it may well be you a
5. 2 000 10 000 s 000 pm 6 000 4 000 2 000 48 53 58 63 ea 73 78 83 ee 93 es 103 108 tis Festigkeits Reiner Brunn 08121553 Revolution 28 DHV OeAeC Technikreferat 5 5 Lining Tables Below are lining diagrams amp tables The lines are configured so that most profile changes take place in the tertiary lines meaning that they are all different lengths enabling the secondary and primary lines to be a more standard length Lines are numbered from the middle These are the lines most often damaged or in need of changing when a full service is carried out a spare primary line comes with your repair kit just in case you catch one in a propellor RLDO1 Revolution line diagram all sizes Brake lines RLT 23m lining table 23m DP 1 4050 A lines B lines C lines secondary 23m 23m secondary 23m 23m 23m AS 1 2527 BS 1 2438 AS2 1539 BS2 1539 3240 AS 3 2489 BS 3 2421 AS 4 2482 BS 4 2413 IAp 2 3240 AS 5 1539 BS 5 1539 3240 DP 2 4050 AS 6 2409 BS 6 2330 AS 7 1924 BS 7 1886 AP 3 3645 AS 8 1336 BP 3 3645 BS 8 1337 3645 AS 9 1336 BS 9 1337 DP 3 4455 Brake lines E s secondary 23m Stablizer lines Primary 23m 23m 23m SP 1 4293 23m_ stitching excess loop rr O 23m stitching excess loop TERNG 158 10 Gin Kevlar line Gin kevlar 208 dn1 6mm 112dn after dhv cycle test 23m RLT 26m Revolution line table Eii
6. DP 1 A lines B lines C lines secondary 26m 26m secondary 26m 26m AS i BS 1 2860 APH 3800 AS2 BS2 1805 CP 1 AS 3 BS 3 2840 AS 4 BS 4 2830 AP 3800 AS 5 BS 5 1805 CP 2 DP 2 AS 6 BS 6 2732 AS 7 BS 7 2212 AP 3 4275 AS 8 BP 3 4275 BS 8 1568 CP 3 AS 9 BS 9 1568 DP 3 Brake lines E s secondary Stablizer lines 26m SP 1 5035 26m _ stitchincexcess loop stitchincexcess loop Gin Kevlar line Gin kevlar 208 dn1 6mm 112dn after dhv cycle test RLT 28m Revolution Line table A lines B lines C lines secondary 28m 28m AS 1 3120 AS2 1900 AS 3 3084 AS 4 3064 AP 2 4000 AS 5 1900 AS 6 2974 AS 7 2375 AP 3 4500 AS 8 1650 BP 3 4500 AS 9 1650 Brake lines E s secondary Stablizer lines Primary 26m SP 1 5300 26m stitching excess loop stitching excess loop E Gin Kevlar line Gin kevlar 208 dn1 6mm 112dn after dhv cycle test 7 SUMMARY We would like to stress again the points made in Section 1 of this Manual The Revolution Powerglider Manual is subject to continuous updating To assist us in our quest for perfection we would appreciate any input that you the customer may contribute towards future SSS Nes SNS SERED versions SEAS SSE SA lt gt A Please don t hesitate to contact us to let us SIRES know your views EARS WSS WON we ONES X C REN ENANS ere SS Se NEES AES EARNS EES WARK AN RY ITA CT CA Q
7. SAR 454 NWS c Wishing you many hours of fun on your Revolution Powerglider TEAM PARAMANIA Web Site www flyparamania com E Mail info flyparamania com
8. ack amp compression strap pd See tex Speed bar re brake line Basic repair kit checking i Y Top steering toggle pulley for low or mid hangpoints Paramania T Shirt Helmet stickers amp mini wind socks x2 The Revolution is a high end quality product As such it has been fully inspected firstly by the factory and secondly by your local Paramania dealer Should you not be entirely satisfied with your Paramania Powerglider Please contact your dealer directly And if you re happy contact them anyway Factory set brake line marks for top and bottom pulleys Lower toggle pulley for use with high hang points 2 4 Setting up the controls Hang check The following is best carried out by an instructor or at the very least an experienced motor pilot Before flying your Revolution with a motor unit we recommend that you do a static hang test This is done by hanging your motor unit from an appropriate structure from the wing attachment points by using a strong rope or strap then by sitting in the harness get an assistant to measure up the risers from the hang points up The aim is to make sure that you the pilot are able to reach the brakes whilst in flight Allowances should also be made for the wind blowing the toggles out of reach The Revolution s risers are shorter than most conventional paragliders which reduces the potential problem Brake line lengths The Revolution brake lines are clearly factory mark
9. anopy and line inspections that form part of your own pre flight checks 4 3 Repairs A repair kit is provided with your Revolution powerglider that allows you to carry out small scale emergency repairs It consists of about 1 metre of each nylon fabric used in its construction in self adhesive rip stop tape and two spare suspension lines looped at both ends and of the same length and thickness as your longest primary Damage beyond the scope of this kit to deal with and more major repairs that may be necessary to loaded parts of the wing s structure such as seams line attachments ribs risers leading and trailing edges etc should on no account be carried out by anyone other than a Paramania accredited agent or at the very least a qualified parachute rigger The manufacturers can accept no responsibility for repairs however minor carried out by anyone other than themselves nor for any damage to the wing resulting from accident neglect negligence or abuse In all such cases any statutory rights and obliga tions of guarantee are automatically cancelled 4 4 Care and Maintenance of your Power Unit This manual refers only to your Revolution powerglider and any issues to do with the Power Pack you are using is beyond its remit Refer to the relevant literature for details of care maintenance servicing and repair concerning your motor and harness However we can offer advice if requested 5 TECHNICAL DATA 5 1 Riser Diagram RR1 Showing rise
10. aragliders is the increased resistance to tucking both on launch and in flight its greater speed range and stability means that generally it can be flown in stronger conditions safely Basically the glider becomes more stable the faster you fly First Flights We recommend that to give yourself the chance to get used to it your first flights should be made on the just below the neutral range of trim settings where the Revolution will feel more familiar like a conventional wing With this trim try flying with a small amount of brake at the point where they just begin to feel heavier In practice this point will be encountered at about the one quarter brake position When you have become fully confident in your wing try experimenting with slower and faster trim settings weight shift and speed bar and enjoy the extra speed and security the Revolution gives you See GTR 02 for details Note To ensure that the trim system grips efficiently simply lift the webbing adjustment loop in the opposite direction after each adjustment this helps the webbing material over the teeth of the cam buckle Double checking brake line lengths a useful tip Again it is better to seek the advice and assistance of a local instructor or experienced pilot Choose a day when there is a steady breeze of about 10Kph Then with an ordinary harness or your motor unit on your back visually check lengths 3 11 Launching Forward launch We recommend that whe
11. e move and without turning When you feel the resistance reduce allow your run to accelerate Feel for pressure on the brakes coming down on them as required to steer or to increase lift for taking off Points to note f your propeller protection cage is flimsy enough the pressure of the lines on it during launch may distort it to the point where it fouls the prop If this is the case make sure the lines have cleared the cage before you open the throttle All control inputs should be smooth and progressive Don t attempt to take off if the canopy isn t roughly level overhead Dangerous oscillations may result if you apply full power with it too far off to one side Keep your undercarriage down until you are definitely flying The faster the trim setting the more brake the glider will need to get off the ground 3 2 b Reverse Launching in Stronger Winds Because the Revolution launches so easily it is possible to perform a reverse launch with both front risers and one brake in one hand and the throttle and opposite brake in the other If the wind is appreciable this is the easiest method of launching but if the wind is light the difficulty of running backwards safely with a motor on makes a forward launch preferable Having started and warmed up your motor upwind of the canopy attach yourself to the power unit face the canopy approach the risers and clip them on to the appropriate malions Build a wall first using front and rear
12. e navigating whilst getting comfortably from A to B or performing other tasks such as photography observation or general flying This is the revolution Although your Revolution wing has been designed to fly like a conventional paraglider the reflex wing section means that it has an elevator built into its shape The wing no longer completely dependents on payload as its only source of stability It maintains its own attitude in pitch rising and falling through thermals and turbulence whilst remaining stable above the pilot s head requiring minimal control input The trimmer system allows you to raise the rear of the airfoil effectively reducing the chord and surface area by some 30 giving the wing a higher wing loading and increased speed without changing the angle of attack The centre of pressure also moves for ward adding further to the pitch stability This redistribution of loading gives the wing exceptional tuck resistance and increases the working aspect ratio the result is a faster more efficient wing under power and at speed much like a traditional powered aircraft When requiring more lift at lower speeds the rear section can be trimmed down to restore a fully flapped airfoil the Revolution changes its characteristics becoming closer to a conventional paraglider with smooth sporty handling short slow take offs and steep climb outs So like having two wings in one 2 2 Construction Your Revolution s strength and durability has be
13. e the ground Expect it to turn you and if necessary steer against it in order to maintain your direction However when countering the torque effect during a steep climb on slower trim settings under a lot of power care must be taken to avoid the risk of stalling Because of the large vertical distance between the thrust line of the prop and the wing common to all paramotors the extent of the power management required is critically dependent on your set up and flying ability Power induced Oscillations Certain combinations of weight power and propeller size can cause oscillation where the torque and gyro effects lift the pilot to one side you then drop back only to swing up again To counter this you can Alter the throttle setting And or Adjust the torque strap if fitted And or Shift your weight in the harness And or Adjust the trimmers to dampen it out Weight shift is the best counter Oscillation usually occurs on high power settings more power and a larger propeller causes more oscillation It could be that your control inputs are amplifying the oscillation In this case throttling back a little and flying hands off should take care of the problem Having said all this it is quite common for inexperienced pilots to be too busy on the controls this is referred to as pilot induced oscillation and the simple answer is stop moving your hands 3 2 d Level Flight On reaching a safe height after take off and if you w
14. ed in two places The risers have a secondary lower pulley system to allow for high hang point power units These brake positions should need no adjustments see diagram GTR1 for details Higher hang points require longer brake lines lower hang point s shorter ones Note we recommend that brakes are not set too short othwise full Reflex effect may be lost see DTD 3 With an ordinary harness or your motor unit on your back ground handle the wing above your head When the wing is nicely level check that when the brakes are up against the brake pulleys that the trailing edge of the wing is not being pulled down Then as you gently pull the brake you should have only a few centimetres of movement before the brakes start to pull down on the trail ing edge of the wing Make sure it is the same length on both sides Note it is safer to have this adjustment too long than too short Note When free flying the wing should be set up though the top pulley and with the shorter lines New gliders leave the factory rigged for high hang points 3 FLIGHT OPERATIONS 3 1 Flying With and Without a Motor Although the design philosophy of the Revolution is that of a high speed paramotor wing which performs well as a free flying glider and may be flown as such with no adjustment Slower trim settings reduce internal air pressure and consequently give a lighter feel to the brakes and a better sink rate The main difference in the Revolution compared with other p
15. en achieved through careful choice of modern materials and innovative design All materials from which it is constructed are batched and every stage in its manufacture can be traced to a named operator and checker The top and bottom surfaces are made from the hardwearing Porsha Marine NCV 44 and 37gm respectively The wing tips lead ing and trailing edges are reinforced using a mix of load tape and Mylar The semi closed leading edge improves the air dynamics whilst stabilizing lateral movement between surfaces giving it a more solid rigid feel once in the air RRIB Showing Inclined oval hole load distributions amp general Revolution rib reinforcements The structural ribs have been designed with inclined oval ports that allow air to flow to the areas within the wing where internal pressure is needed most They open like valves to increase their area during inflations when the ribs are off loaded and minimize distortions normally created by conventional holes and distribute the loads efficiently from the line attachment points into the top sur face Suspension line attachments are reinforced in 3 dimensions vertically with the main rib then at an angle with diagonal ribs and 90 degrees with bot tom surface lateral tape The ribs are heavily reinforced with Mylar wherever the loads are substantial i e around the A and B line attachments The line configuration and diagonal rib structure are sharing the same angles through
16. f J S F 1 th n t fi EV f os E ao 1 id ptt 4 d he f EO E POWERGLIDERS Tei d ia ia a Paramania Revolution Powerglider Owner s Manual Contents 1 Introduction to this Manual 2 About the Revolution 2 1 Design 2 2 Construction 2 3 What your new Revolution powerglider comes with 2 4 Setting up the controls 3 Flight Operations 3 1 Flying with and without a motor 3 2 Flying Under Power 3 2 a Forward Launching the Revolution in Nil Wind 3 2 6 Reverse Launching in Stronger Winds 3 2 The Climb Out 3 2 d In Flight controls 3 2 0 Using the Trimmers and Speed Bar 3 3 Landing 3 3 a Power off Landings 3 3 6 Power on Landings 3 4 Advanced manoeuvres 3 5 Golden Rules 4 Care amp Maintenance 4 1 Basic Care 4 2 Periodic Maintenance 4 3 Repairs 4 4 Care and maintenance of your power unit 5 Technical Data 5 1 Riser diagrams RRD1 RRD2 RRD3 5 2 Lining tables amp diagrams RLD01 RLT28m RLT26m RLT23m 5 3 Technical Specifications table RSP01 5 4 CEN Data Labels 6 Revolution Users Newsgroup 7 Summary 1 INTRODUCTION The purpose of this manual is to offer guidelines to the pilot in the use of the Paramania Revolution powerglider and is in no way intended to be used as a training manual for this or any other paramotor wing or paraglider You may only fly an aircraft of any description when qualified to do so or when undergoing training from an accredited School or Ins
17. h or without power the Revolution rides out turbulence much better on a fast trim setting so if it is rough come in fast allow yourself plenty of room like a hang glider and bleed off speed before you touch down The Revolution stores energy quite well and it may be necessary to round out and float level with the ground converting your excess speed into lift while you slow down before flaring to touchdown i LB UT RN n TH a CANNE EE If you aim at a precision or tight landing or in nil wind conditions it is advisable to use half or even full trim maximum lift con figuration This will hardly alter your glide angle but will decreases your sink rate these decisions become more critical at higher wing loadings 3 3 b Power on Landings At a steady tick over lose height at a shallow angle then as you near the ground level out and bleed off speed before flaring to touch down Kill the motor as your feet touch the ground The advantage of this method of course is that if you get it wrong you can power up and go round again at any time The disadvantages are the increased risk of expensive prop damage if you stuff it up the dangers involved in falling over with the engine running and getting your lines in the propeller if you forget to switch off before the wing deflates
18. ideo demonstration of the wing without first receiving proper aerobatics training from Instructors experienced in the use of this wing It is essential in order to achieve satisfactory performance that proper consideration be given to the matching of this powerglider with a suitable harness motor and propeller While we can make recommendations the choice and suitability of any particular harness or motor remains outside our control and responsibility This manual will soon be available in French Spanish and German please contact Paramania should you require a different version Reference number RM UK 1 1 1 06 Copyright Paramania 2 ABOUT THE REVOLUTION POWERGLIDER 2 1 Design The Revolution has been designed by Mike Campbell Jones His history in the development of powergliders that exclu sively use Reflex wing sections coupled with his experience in Microlight aircraft and glider design means that your Revolution wing benefits from a wealth of knowledge that spans over 28 years back to the early days of hang gliding Microlights where initially developed as powered hang gliders that later favoured more powerful engines and smaller more stable wings It soon became clear that the faster your wing the more often you could use it Naturally it follows that the concept of a utility paramotor flying machine requires the same philosophy So the pilot can spend less time and effort flying actively in response to every lump and bump and more tim
19. ish to go cruising turn on to your chosen heading reach up and release the trimmers if on a slow setting and if you like let go of the brakes completely If conditions are very rough you may wish to keep hold of them however the Revolution is even more stable at higher speeds so we suggest you let go and enjoy the flight Note All paramotors should have adequate netting to prevent toggles entering propellers whilst in flight check yours If you have one keep an eye on your alti vario in level flight itis easy to creep into a climb without noticing Use the information from your instruments to optimize your forward speed and reduce drag and fuel consumption This will all be specific to your own set up With its hands off flight capability the Revolution is good at letting you do this With a sound understanding of the current wind conditions at different altitudes and intelligent use of any thermal activity wave convergence ridge or frontal lift it is possible to conserve your fuel and greatly extend your operating range The engine of course makes it easy to put you in the right place at the right time to exploit the conditions Don t be afraid to throw the Revolution into a tight thermal to gain height and save fuel you will find it is particularly good at coring thermals Using slower trim settings will allow you to climb faster in thermals Stitching mark here On faster trim or speed bar settings brake pressures generally i
20. m settings to avoid the danger of stalling when flying with the trim pulled right down and with maximum brake With the trim fully released the wing takes on more solid characteristics carving through the air with even more pitch stability The brake pressures increase and so does the range of movement prior to the stall point Turns and rate of roll are linked in a linear fashion to the progressive feel of the brakes Use of the speed bar The bar increases the speed by approximately 30 Unlike most wings there is little or no loss of stability in fact the wing seems to cut through turbulence even better than before application However if any instability is encountered due to excessive conditions it is recommended to release the bar for recovery and to return to normal flying mode The brake pressures also increase when the bar is used so it is more for use during straight and level flight As you become more experienced careful release of the bar whilst entering turns gives an effect similar to pulling the stick back in a conventional aircraft Although the speed bar can be used with confidence throughout the whole range of the trim settings it is obviously most effective when used with the trims off l e on the fast setting Landing The Revolution has a reasonable glide so good planning is required on approaches The brakes light at first become progres sively heavier over a healthy amount of travel giving plenty of warning of a stall
21. n the wing is laid out that all the lines are at full length with little or no slack between wing and pilot Then pull the brake lines in to ensure that the middle inflates first The Revolution is easily inflated by using A riser s only When launching simply move forward from this position pulling on the A risers whilst keeping the pressure balanced between each side meaning the tension on the A risers The glider shows little or no tendency to dive overhead so frontal collapses which so often lead to failed launches are rare Instead the glider almost waits for you to catch up with it Note Too forceful a pull on the A s may crumple the leading edge and hinder the launch Indeed in certain trim positions the Revolution requires no pull at all just accelerating forward movement only Reverse launch Yet again the glider is very easy to launch because it does not over shoot so the pilot has little or no need to hold the wing back before making the turn Reverse launches on this wing can be carried out in as little as 5 Kph In Flight In flight the greater speed range of the Revolution may require some management But once you have mastered how to use the speed to your advantage it becomes pure fun Its tight handling allows you to make the best use of thermal cores and its glide at speed means less time is spent in sinking air masses before reaching the next thermal Limits have been provided to the range of the tri
22. nce off the ground and flying safely continue into wind using the brakes to achieve the desired climb rate Don t attempt to climb at too steep an angle Attempting to use too much brake to force a higher climb rate will only degrade the climb by creating extra drag and with the addition of lots of thrust could result in a stall or a spin 3 2 Flying Under Power continued Under power the Revolution behaves more like a powered fixed wing airplane than a paraglider and it helps to think of it as such Provided there are no obstacles in your path it is often safer and quite spectacular to fly level with the ground after take off gaining more speed before converting it into considerable height using the brakes and then easing off into the climb out The other reasons for not climbing out too steeply are the risks involved when having engine failure i e a stall and diving recovery Although the Revolution will not sit back behind you the way that some gliders may a slow forward speed and high angle of attack is still likely to put you into a near stalled attitude if your power source suddenly goes on strike In this situation you should always be able to set up a reasonable approach so don t make things hard for yourself fly with sufficient airspeed at all times and keep your angle of attack under control a low altitudes Depending on the geometry of the set up of your power unit the propeller s torque effect may make itself felt as you leav
23. ncrease and weight shift or a wing tip stabiliser becomes more effective On the slower settings sink rate improves and handling becomes lighter enabling you to make best use of thermal cores Whilst giving you an improved climb rate and shorter slower take offs and landings See diagram RTR below describing differ ences in turning radii For correct usage first study the RRD diagrams 1 2 amp 3 showing trim and speed bar movement as well as 3 2 e Using the Trimmers and Speed Bar The Revolution s reflex wing section is unique in this way it basically has a huge range of trims and speed bar waiting for you to explore We only ask that you explore the full flight envelop at a safe height and with adequate training and experience When the Revolution was tested under the AFNOR system it was awarded a standard rating at the slower trim settings and a performance rating at the faster settings Despite it having improved tuck resistance at the faster settings The extra speed involved means a higher energy recoverys The exact trim position where the Revolution changes over its rating category is clearly outlined in the diagram beside It is the same for all current sizes However some of the earlier models are only marked where later models are stitched VIP Note So when a pilot unstitches or uses the trims above this position he she is flying this wing in the performance category 3 2 e Using the Trimmers and Speed Bar contin
24. out the wing enhancing the load distribution whilst ensuring that the lines are evenly loaded This we have found gives much quicker inflations All lines are made of Gin Arimid Technora the latest in line technology and RFV Revolution front view showing diagonal ribs incorporates the best qualities of its predecessors Kevlar and Dynema It and their consistent angle relationship with the lines is both strong and flexible whilst remaining temperature stable and less prone to shrinkages when lightly loaded The lines are split into 3 categories Thirtaries secondary and primaries Line diameters are 0 6 1 1 1 3 1 6 amp 2 3 mm respectively The larger diameters being the primary lines The malions to which the lines are attached to the risers are made of pol ished stainless steel which avoids corrosion and gives excellent strength and durability The riser material is 1 2K 25mm polyester webbing The main attachment points are reinforced with Cordura to protect against wear from the karabinas The Revolution has been built with paramotoring in mind and when new has a safety factor of some 50 over and above its tested loading it has been engineered to perform to its specifications for about 400 hours 2 3 What your new Revolution wing comes with N For safety reasons Brake lines The Glider all new wings are User manual set up for high Paramania Ruck sack reversible normal or field hang point Stuff s
25. r layout and hard ware Diagram RR1 Revolution Risers trims in Neutral position A B C D Level or neutral Top steering toggle pulley Magnetic clip K Toggle keeper Lower toggle pulley for use with high hang points prevents toggle from being out of reach of the pilot or for use when the toggle is in danger of contact with the propellor webbing cleat or cam buckle Trimmer adjustment with marker or stitching Change from AFNOR Standard performance rating and recommended easiest take off position Speed bar attachments for hook up Stainless square link Speed bar attachment Cordura abrasion protection at riser attachement point Diagram copywrite nes 1 2006 Diagram RR2 showing different Revolution riser trim positions and their effect on the wing section d dB Neutral trim setting Introduction of reflex effect Dynamic handling and good Ai Slow trim setting Thermalling best sink amp climb rate Neutral i n Trim 9 Nh a Rating change and Ideal take off trim position Neutral 3l cruise Neutral Trimmer adjustment with marker or stitching This marks the change from AFNOR Standard performance rating more recent models are released from the factory both Stiched up and marked e g the looped example shown to use the full trim range experienced ac hiots may choose st unstitch the loop
26. re trying to climb out through a wind gradient Remember Stalling is common to all aircraft that take with insufficient air speed and then try to climb The trust line on a paramo tor is well below the wing so adding power adds to the problem All or the previously mentioned manoeuvres and recoveries from them are taught on SIV courses Contact a local instructor or paragliding club for more Information about SIV 3 4 GOLDEN RULES Never place your engine downwind of your wing Check check and re check the fuel system for leaks Have you enough fuel to get you there Better too much than too little Check for any loose articles that could trail or fall into the propeller while flying and fasten them securely If you spot a problem no matter how small deal with it NOW Always put on and fasten your helmet before clipping in to the harness Always carry out full pre flight checks before launching Try to control the glider on the ground facing forwards so as to keep the lines out of the prop You should only turn to face the glider to avoid falling backwards onto the motor Don t fly into danger over water trees power lines etc where an engine failure will leave you in trouble Try not to fly into the turbulence of your own wake or that of others especially at low altitude It is unwise to fly hands off below about 100m AGL as an engine failure below this height may require you to make immediate con
27. ring a wet wing may make it mouldy damage the coating of the fabric corrode the metal fittings and in extreme cases rot both the cloth and the lines Salt water is particularly harmful as salt crystals form an abrasive coat ing You should avoid immersing your wing if at all possible If it does happen rinse it thoroughly in fresh water and dry it out completely preferably in the shade before packing it away Keep it dark U V light degrades coatings and drastically weakens fabrics Never leave your wing laid out for long periods beneath holes in the ozone layer Fold or pack it away when it s not in the air Some dirt can be highly corrosive Clean off any such contamination as soon as possible using clean fresh water Don t use detergents they can cause as much damage as the stains if not more In particular store and transport your wing away from the motor never in the same bag to avoid any contact with oil or petrol Keep it Clear Sharp hard or abrasive items such as helmets flight instruments harness buckles and the like can accelerate fabric wear and evenhole the wing The drawstring stuff bag provided with your canopy affords a measure of protection but you should still try to ensure that you store and transport it clear of contact with anything likely to damage it Keep it Lonely Insects such as grass hoppers and ants will simply eat their way out if rolled up with the wing Grazing cattle can literally lick the coating
28. risers simultaneously We recommend that you momentarily raise the glider off the ground to check for tangles and line snags Holding risers brakes and throttle control as outlined above pull the front risers up to lift the glider over your head It is unlikely to over fly you especially if it is trimmed to fly fast This may be contrary to what your paragliding intuition tells you but on the fast setting trim fully off the Revolution s reflex wing section stabilizes the wing and prevents it from pitching forward It may even sit back a little but applying a small amount of brake makes it pop forward When the glider is steady above you turn round apply power and take off As with forward launching the trim power brake relationship must be established for the best rate of climb and forward speed Points to Note This is a cross hands reverse launch You must master this technique before attempting it under power Your local Paragliding School will assist you here All control inputs should be smooth and progressive Don t attempt to take off if the canopy isn t roughly level overhead Dangerous oscillations may result if you apply full power with it off to one side Keep your undercarriage down until you are definitely flying The faster the trim setting the more brake the glider will need to get off the ground Speed systems may cause problems when clipping in Don t get your lines crossed 3 2 c The Climb Out O
29. s off the fabric and mice love to make homes in canopies We suggest hanging up your wing in its bag during long term storage Above all remember that for all its portability your paraglider is an aeroplane and deserves to be treated as such 4 2 Periodic Maintenance Although your Revolution powerglider is designed and engineered to give you at least 400 hrs of air time regular maintenance is essential to pinpoint any problems that may arise as a result of routine wear and tear and is especially important after any incident which may have resulted in fabric or line damage that may not show up in the course of pre flight checks Paramania or its ac credited agents will for a small charge carry out a specified programme of maintenance checks designed to keep your wing in tip top shape and certify its condition in a written report that will become a valuable part of its service history Paramania takes great pride in the quality of both its product and the service that supports it Feedback from periodic mainte nance checks performs a vital role in its quality assurance procedures They are therefore just as important to us as they are to you and you can be confident that all such checks carried out by the manufacturer are comprehensive and thorough We recommend that these inspections are carried out annually or after every 100 flying hours whichever is the sooner They are of course an essential addition to rather than a substitute for the c
30. should try to control the glider whilst facing forwards If the wing is low behind you and you turn around the lines will trail over the propeller However falling backwards onto the motor is both dangerous and expensive and must be avoided at all costs even that of a few damaged lines During the launch If the pressure on each of your hands feels even open the throttle to full take off power leaning backwards against the thrust so that the engine is pushing you along the ground rather than into it It is best to try and leave the brakes alone and just let the canopy come up If it starts to go off to one side increase the pressure on the riser on the lower side whilst moving sideways towards it and the centre of the wing Where possible maintain the direction of your launch If the wing starts to drop backwards increase to pressure on both A risers to help it up as you increase power try to maintain a constant angle with the motor and smooth power control Any sudden changes will alter your course because of the powerful gyroscopic and torque effects If the canopy is so far off to the side or behind that it cannot be recovered kill the engine and abort the take off and reassess the launch conditions As the canopy comes up the drag reduces it should stabilize over your head without overshooting you This is a good time to check that your wing is nicely inflated and that there are no tangles or lines fouled but this must be done whilst on th
31. trol inputs to set up a landing approach Never rely on the engine it may cut out at any moment Always fly as if it will so fly the wing NOT the motor Except for collision avoidance making a sharp turn against the torque effect during steep climbs can be dangerous you may rapidly stall and enter a spin Avoid downwind low flying it drastically reduces your options Be sensitive to mechanical problems early A noticeable change in engine tone or a new vibration may spell trouble Land and check it out Make sure your navigation is up to the job Remember not everyone enjoys your engine noise Care must be taken when flying near livestock 4 Care and maintenance The safety and life span of any aircraft however well designed built and flown depends in the end upon how well it is cared for Confidence in your equipment and the quality of its maintenance is essential to good flying Even a product as well engineered and carefully constructed as the Revolution can quickly deteriorate if neglected or abused The better you look after your wing the better it will look after you 4 1 Basic Care As with any paraglider the basic rules for looking after your Action wing are Keep it Cool Prolonged exposure to excessive heat in places like the car the loft or the airing cupboard as well as contact with hot engine parts can damage and significantly shorten the life of both cloth and lines Keep it Dry Packing or sto
32. tructor It must be understood that flying can be a dangerous activity unless undertaken by properly trained people flying in a responsible and disciplined manner As the owner of a Paramania Revolution Powerglider you have chosen to fly one of the safest aircraft of its type available Nevertheless in the final analysis any aircraft is only as safe as the pilot flying it and it is incumbent upon you to make sure that you have the required training and experience to make your own judgements about how where and when you fly Paramania its Directors Employees and Agents can accept no liability for any consequences arising from the use of their products howsoever caused Particular attention must be paid to the danger of injury to the pilot and bystanders from a rapidly rotating propeller which can break and inflict injury at some distance and the dangers inherent with flammable fuel and other combustible or fusible materials Paragliding is a relatively new activity that is still evolving and powered paragliding paramotoring is one aspect of this form of sport aviation Should you have any doubts about the suitability of the wing for the type of flying you wish to practise or should you wish to extend your flying in other ways We recommend that you seek further guidance from your own instructors or direct from Paramania Under no circumstances should you attempt to copy the type of flying that may have been demonstrated to you or that appears on any v
33. ued Remarkably the Revolution has a huge and relatively safe speed range nearly 4 1 2 times greater than its stall speed compared with most air craft that only have between 2 3 times With the trimmers fully off the wing s speed and stability increases and hence its ability to cut through turbulence and go places improves speed bar hook ups The diagrams also show you the effect on the wing shape relative to the different settings At all speed settings the differential application of both brakes while banking allows you to make very effective turns by increasing the lift to assist the turn when the lift axis is canted over in the bank Likewise engine thrust and speed bar can be applied at certain times to increase turn rate etc These techniques come with more experience allowing you to get the most from your wing you to achieve fully coordinated smooth turns much like those possible on a three axis aircraft Points to Note Remember trims and speed bar are controls are extra items for your pre flight checks RTR Diagram showing 3 3 Landing FASTER showing the difference in turns Steeper between fast and slow trims There generally seems to be two philosophies about landing a paramotor either with or without power SLOWER 3 3 a Power off Landings Flatter Cut all power at about 50m and glide in like a paraglider This minimises the risk of propeller damage but you only ee get one go at it you have to get it right sat Wit
34. ultitude of combinations that may get used however if you wish to contact us we can offer some advice 3 2 a Forward Launching the Revolution in Nil Wind While there may appear to be no wind this is rarely the case and it is essential for aircraft of this type to take off and make the initial climb out to a safe height depending on the surrounding terrain into wind This makes maximum use of the wind and avoids the danger of losing airspeed when climbing out steeply through wind gradient Particular attention must be paid to trees power lines and other large obstacles and any rotor that they may generate Preparing the wing Lay the glider out downwind of the motor so that the lines are fully extended and as if attracted to the mo tor or central focal point then lay the risers down ready to clip in Set the trimmers to the take off position Faster settings may be desirable in stronger conditions see diagram RR2 Make sure that when warming up the engine you do so upwind of the wing then stop it whilst clipping in After carrying out the following checks Pilot prepared clothing safe Helmet on and fastened Malions on risers Trim set Nothing likely to foul the prop Speed bar system running freely and out of harm s way Steering toggles and brake lines free and not twisted Engine delivering full power Airspace is clear for take off Attach the glider proceed with the launch as in section 3 11 Launching From now on you
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