XC Superstar - Triple Seven Gliders
Contents
1. E E EN B 4 ROOK DA USER MANUAL Summary 1 777 XC SUPERSTAR Il Introduction Il i Welcome Ilii Triple Seven Mission II Manual 4 ROOK 4 1 Designer s thoughts 4 2 Who is this glider for 4 3 Certification 5 Before flight 5 1 Elements components 5 2 Assembly 5 3 Harness 5 4 Accelerator settings 5 5 Brakes adjustments 5 6 Weight range 5 7 Wing inflation 5 8 Modifications on the glider 5 9 Preflight safety 6 Flying ROOK 6 1 First Flight 6 2 Preflight check equipment MO N gt G a WWI WIM IN IN 5 O 6 3 Final preflight check 6 4 Inflation control take off 6 5 Line knots or tangles 6 6 Normal flight best glide 6 7 Minimum sink 6 8 Accelerated flight 6 9 Active flying 6 10 Flying in turbulence 6 11 Fast decent techniques 6 12 Winch launch 6 13 Aerobatics 6 14 Primary controls failure 6 15 Landing T Maintenance 7 1 General advice 7 2 Packing instructions 7 3 Storage 7 4 Cleaning 7 5 Repair 7 6 Checks and control Vill Packing ROOK 9 Technical data 9 1 Technical data 9 2 Materials description 14 14 14 15 15 15 15 16 18 19 19 19 19 20 20 20 21 21 21 21 22 24 26 26 9 3 ROOK risers2. page 2013 gt FP P gt gt GC P gt FF F F F PF gt gt gt B 18 Trim speed spin tendensy A Spin euri A 18 Recovery from developed spin A Spr relation ange ater ner Bend spinning inlaws an A Stopi spinning in lass han BO Taranii 20 Big eara A Enry procedure Dechoated bominis A Descaed contro Biehavicur during big eas Srabie fight A Sabe fnt A Seontanecus lode than 3 amp A in lees than 3 6 Dive forward angie on exit Diva Sorvened O t 30 A D OF io 30 22 Behaviour exiting a steep apical A Tendnsy retar In straight Bight Banu exi Bonner wail A Turn angle ini recevit nommal Fight Less than 7207 sponimeecus Less than 7207 spontaneous A Bink mia whan nai urna sera stnhiipy nva 14 19 Meier e im m n L 2127 avadazi no avalablo Pr cedunr atil Kr Tarekat pichs not not avalablo Cascada coturi no avalablo Flight sesi mpar PG 0560 2012 J naga 3663 ROOK 5 33 Certification soecimens para test com MACC Air Turquoise Rie du Pr au Combe B Villeneuve anita x bel 4121 355 65 55 mobile 4 79 202 52 30 paag ding Dag air Purnguoise inloBlaara lesl com BUREAU VERITAS Class B In accordance with EN standards 926 2 2005 amp 926 1 2006
3. 1a2 4784 1b2 1a3 4359 1b3 30 ROOK mm 1702 1670 1576 1574 2066 1950 1968 1042 858 mm mm 4768 4856 4326 Lines C c1 C2 C3 4 5 cf c8 Lines C 1c1 1c2 163 164 Lines C 2c1 2c2 2c3 mm 490 502 454 518 1992 1860 1840 946 mm 978 950 910 838 mm 5112 5194 4487 Lines D d1 d2 d3 d4 Lines D Lines D mm 626 632 584 626 mm mm BR lines br1 br2 br3 br4 br5 br6 br7 br8 br9 br10 br11 br12 BR lines 1br1 1br2 1br3 1br4 1br5 BR lines 2br1 2br2 3br1 br main mm 1584 1208 996 1256 1176 1274 694 638 614 610 564 512 mm 1302 848 1602 1554 1594 Stabilo Lines mm STB 1758 stab2 1352 stab1 1514 stab main 1750 cut 1550 mark FRIFLE W E w E H 478 548 4472 Line lengths ROOK S Triple Seven ROOK S Lines Length mm First gallery Lines A mm al 1778 a2 1741 a3 1657 a4 1642 ab 2026 a6 1899 af 1912 a8 1046 a9 828 Second gallery Lines A mm Main Lines Lines A mm 1a1 4522 1a2 4593 1a3 4185 FRIFLE F W E w E H Lines B b1 b2 b3 b4 b5 b6 b7 b8 b9 Lines B Lines B 1b1 1b2 1b3 mm 1634 1603 1513 1511 1983 1872 1874 1000 824 mm mm 4577 4662 4145 Lines c1 C2 c3 64 c5 c6 cf c8 Lines C 1c1 1c2 1c3 1c4 Lines C 2c1 2c2 2c3 mm 470 482 436 497 1912 1786 1766 908 mm 939 912 874 804 mm 4914 4969 4288 Lines D d1 d2 d
4. in 3a 5 8 B Spsmtnneanus esa than 3 8 A me mas Diva forward angis an cxi Change of course Cascade occurs 12 High angle of attack recovery WAT Change o ciun unti aima ii or ror angu tantus WAG clipei den Geir Change d ciunt until nina Magorum Ged tarairi or Spontaneous in than 3 8 Less than Diva er angia 0 15 Spontaneous Loss man 360 L i tan SC Dee Or roi angie 1 at BEGLI JE Less han 2882 Legs han OO Dien m 15 Spontaneous reinigen Less ran 360 i inesse Spontaneous moin latus Less than 32 F gt F gt gt gt gt gt Dive forward to 30 Koozing Chun in Ms m n 3 4 Less tham 00 Dive or redi angie 15 ast Spontaneous Les than 360 No FF Div or rod angie 15 a soon ab nini Kanki Less tham OO Dive nr redi angie 15 sa 45 Spontananus Less tham 360 Na a 100 Dive anga 15 45 Spantanaous qisan Laii ihan 380 Na Na FA Fight lait report PO 0589 2012
5. 37 fully use all Triple e Seven AJ warrant bsite Wantin g to provide lider second hand Triple Seven Warranty amp Product registration http www 777gliders c om tripleseven support S We ee invite you to seno like ded Ad fr om you and yC WA excit iting FRIPLE N WEVEN 40 7 jadralna d o o 9 Oe Ane Ziherlove 10 City 1000 Ljubljana FRIPLE NW MEVEN Official website Vw face one com TripleSevenParagliders Newsletter register www gliders com newsletter subscriptions i General quest info 777gliders com 41 Ev EN
6. A a a a a a Ca TA CA ROOK para test com Air Turquoise amp Rte du Pr au Comte CH IBAA Villeneuve AN X tel 9656565 mobile 4179 52 30 Flight test report EN Manufacturer jadralna padala doo Certification number PG 0584 2012 Address Ulica Ane Ziherlove 10 Date of Tight test 25 05 2012 1000 Ljubljana Marne Place of 151 Villeneuve Glider modal Rosk L Classification B Timor Test pilot Thurnhaar Claude Beruex Gillas Harness Niviuk Gliders Hamak M Il m Z L Talal weight in fight kg 100 c 4 Control mowement ir ghi up Ay Symmetrie contre pressure travel rex avalats a wolghl in High BO ky fo 100 hg Symmelinc contra pressure travel avai atio no avad bae a woighl iri gena lir thar 100 Syrtes corru Sem wingi than Sem B Stability in gentle spirals Tarakan to motum to ampight fight 19 Symmetric front collapse Entry Rande A Rocking back iess than 45 Punan Barkas in than 3 Spontaneous in ess than 3 amp Dive hone rd angie on ext Change of cour Dea tonward F Kieeping A Dive forward bx JF Keeping A Sura DOW Cases occurs Na Ho With mee Eniry Ranking bark less than 45 A Rocking back Bess than 45 Ay in ines Ehan 33
7. Slovenia RepresentativeA liaz Valic Place of test Villeneuve Glider model Rook MC lassificationB Trimmern o Test pilot Thurnheer Claude Berruex Gilles Harness Sup Air Altiplume M Sup Air Access Total weight in flight kg 80 105 gt P gt gt gt gt 2 Landing A Special landing technique requiredN oA No A gt gt gt gt gt 4 Control movement A Max weight in flight up to 80 kg Symmetric control pressure travel not available0 not available0 Max weight in flight 80 kg to 100 kg Symmetric control pressure travel Increasing greater than 60cm A not availableO Max weight in flight greater than 100 kg Symmetric control pressure travel not availableO Increasing greater than 65 cm A gt gt gt gt gt 6 Pitch stability operating controls during accelerated A flight Collapse occursN oA No A 8 Stability in gentle spirals A Tendency to return to straight flightS pontaneous exitA Spontaneous exitA gt gt gt gt gt 10 Symmetric front collapse B Entry Rocking back less than 45 AR ocking back less than 45 A RecoveryS pontaneous in 3 s to 5 s BS pontaneous in less than 3 sA Dive forward angle on exit Change of course Dive forward 0 to 30 Keeping AD ive forward 0 to 30 Enteringa course turn of less than 90 Cascade occursN oA No A With accelerator Entry Rocking back less than 45 AR ocking back less than 45 A RecoveryS pontaneous in 3s to 5 s BS pontaneo
8. I aJ YA aJ 8 AA 32 ROOK J para test com Turquoise SA T Rhe du Villeneuve KOAN ee paragliding by air burgess iniaiinara Ies AGB cared Flight test report EN Manufacturer TTT jadralna padala dice Cartification number PG 0585 2012 Address Uisa Ana Ziharava 10 Date of flight test 04 07 2012 1000 Ljubjana Slovenia Glider model Rook 8 Classification B Trimmer Test pilot Fukuoka Seiko Thumheer Claude Harness Miviuk Hamak Hiuk Gliders Hamak M Total weight in flight kg 70 85 Ha A A A Mix HRT f t BO Ag Symi corii pitka rini han 55 nd ara weight ir fight BO kg jo 100 kg Biyasa control pressuns irinn rl ilk increasing grenker than A Aaa waighr in fight gnai than 100 kg yemotr contra peren brew mA lao Spiona dct A Spontaneous andl A 10 Syeeemetric front Entry Poena Linc lea ha 43 A beck uns Fun 4 A Rieerrenry Sponanecuk in less han A Sponkanesus is esa ihan 3 A Dive angie nn exit Change of nurus Di foram Dim MU Emering Dia iwari OF A o He than Court Cascade occurs A A With accelerator Entry Foaki leen than 45 Flocking back lesa Shan Fiery
9. LIKE HARMONICA 2 ALIGN THE CELLS 22 ROOK 576 3 FOLD LEADING EDGE BACK TOWARD TRAILING EDGE AND ALIGN THE CELS 4 FOLD THE GLIDER IN THREE PARTS 5 FINISHED CHECK THE VIDEO HTTP 777GLIDERS COM CONTENT PACKING ROOK 24 echnical data ROOK 5 Suspension lines Risers Main lines Middle cascades Upper cascades Brake lines a Canopy Bottom surface Top surface Leading edge Trailing edge Intake cell openings 25 Technical data SIZE CELLS FLAT PROJECTED ROOT CHORD RISERS ROOK S ROOK S ROOK M ROOK M ROOK L ROOK L SIZE NUMBER AREA SPAN ASPECT RATIO AREA SPAN ASPECT RATIO LENGTHS mm LENGTHS mm LENGTHS mm LENGTHS mm LENGTHS mm LENGTHS mm TRIMS IN FLIGHT WEIGHT MINIMUM GLIDER WEIGHT CERTIFICATION 26 MAXIMUM ROOK m2 m2 560 400 580 400 600 400 kg kg kg EN ROOKS ROOKM ROOKL 53 53 53 24 5 26 5 28 5 11 6 12 0 12 5 5 447 5 447 5 447 20 7 22 4 24 1 9 2 9 5 9 9 4 095 4 095 4 095 2 642 2 748 2 849 C 560 560 STANDARD 450 560 ACCELERATED S Distance between pulleys 160 580 580 STANDARD 465 580 ACCELERATED M Distance between pulleys 180 600 600 STANDARD 480 600 ACCELERATED L Distance between pulleys 200 ROOKS ROOKM ROOKL NO NO NO 70 80 100 85 105 120 4 8 5 5 6 0 B B B Materials description CANO
10. PG_0547 2012 Date of issue DMY 09 03 2012 Manufacturer 777 jadralna padala d o o Model Rook M Serial number Configuration during flight tests Paraglider Accessories Maximum weight in flight kg 105 Range of speed system cm 20 Minimum weight in flight kg 80 Speed range using brakes km h 14 Glider s weight kg 4 8 Range of trimmers cm 0 Number of risers 3 Total speed range with accessories km h 28 Projected area m2 22 4 Harness used for testing max weight Inspections whichever happens first Harness type ABS every 12 months or every 100 flying hours Harness brand Sup Air Warning Before use refer to user s manual Harness model Access Person or company having presented the glider for testing Aliaz Valic Harness to risers distance cm 49 Distance between risers cm 46 1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20 21 22 23 24 A A A A A A B B A A A A A B 0 para test com Air Turquoise SA Rie du Pr amp au Lamle B CH IBIJ Villeneuve amica lel 965 6565 4179 202 5e 30 infoBipara hes com paragliding by air turquoise Flight test report EN mam TAS Manufacturer 777 jadralna padala d o o Certification number PG 0547 2012 Address Ulica Ane Ziherlove 10 Date of flight test 28 02 2012 1000 Ljubljana
11. ROOK 28 ROOK FRIFLE w MW E v E H Line lengths ROOK L Triple Seven ROOK L Lines Length mm First gallery Lines A al a2 a3 a4 ao a6 a8 a9 mm 1921 1881 1792 1773 2188 2051 2066 1130 894 Second gallery Lines A Main Lines Lines A 1a1 1a2 1a3 FRIPLE W E w E H mm mm 4885 4961 4521 Lines B b1 b2 b3 b4 b5 b6 b7 b8 b9 Lines B Lines B 1b1 1b2 1b3 mm 1765 1732 1634 1632 2143 2022 2024 1081 890 mm mm 4945 5036 4486 Lines C c1 C2 c3 64 c5 c6 67 c8 Lines C 1c1 1c2 1c3 1c4 Lines C 2c1 2c2 2c3 mm 508 521 471 537 2066 1929 1908 981 mm 1014 985 944 869 mm 5301 5382 4653 Lines D d1 d2 d3 d4 Lines D Lines D 652 655 606 649 BR lines br1 br2 br3 br4 br5 br6 br br8 br9 br10 br11 br12 BR lines 1br1 1br2 1br3 1br4 1br5 BR lines 2br1 2br2 3br1 br main mm 1643 1253 1033 1303 1220 1321 720 662 637 633 585 531 mm 1350 879 1661 1612 1653 Stabilo Lines mm STB mm 1823 stab2 496 1402 stab1 568 1570 stab main 4638 1815 cut 1607 mark ROOK 9 29 Line lengths ROOK M Triple Seven ROOK M Lines Length mm First gallery Lines A mm Lines B al 1852 b1 a2 1814 b2 a3 1726 b3 a4 1710 b4 a5 2110 b5 a6 1978 b6 a 1998 b7 a8 1098 b8 a9 862 b9 Second gallery Lines A mm Lines B Main Lines Lines A mm Lines B 1a1 4710 1b1
12. arrangement 9 4 Line plan ROOK 9 5 Line lengths ROOK L 9 6 Line lengths ROOK M 9 7 Line lengths ROOK S 9 8 Certification specimens Xl Guarantee XIII Get involved XIV Contact XV Top 5 XC tips 27 28 29 30 31 34 38 X Safety and responsibility 39 40 XII Registration information 40 41 43 ft 3 7 H tps ES E 4 LI ST gt ROOK is a glider designed by the Valic Brothers made for local soaring and cross country flying The glider s technical design is based on experience and technology of competition wings with great emphasis on ease of flying and safety FRIP LIN Zn FRIP v EN ROOK 06 N Designer s Our design goal from the beg 9 project was to make an easy fun flyinc country glider that would satisfy the nee broad range of pilots As always to make a better and higher performance glider than available on the market This glider is no exception as we took great care of both aspects throughout the whole development process So while testing and improving the glider for safety and ease of flying we were always comparing it to other gliders and We must say that we are really happy with the results E Aljaz Valic Who is this glider for This wing is a high performance EN B LTF B certified glider intended for intermediate to advanced pilots that want safety and high p
13. steps 1 Inflating and raising the glider 2 Controlling the wing and wing check 3 Accelerating and take off 14 ROOK It is always advisable to practice and improve proper launching techniques as this reduces unnecessary additional stress before the take off Wind speeds up to 25 to 30km h are considered strong and extra care is required for the flight If you are launching in strong winds we recommend the reverse launch technique with your brakes in the right hands at all times Launch the glider with a gentle pull and then walk towards it if necessary to reduce the relative wind force When the glider is above you gently control the wing and take off Line knots or tangles If you fail to observe a line knot or you find yourself flying with a knot before being able to prevent the unintentional uncontrolled take off try to stay away from the ground or other pilots by flying away from the mountain before taking any corrective action on the wing This means that you weight shift and or counter brake the opposite side of the wing and control the flying direction with the least amount of force needed for the wing to fly straight away from the mountain Be careful not to apply too much brake or to fly too slowly to avoid a stall or spin When you are at a safe distance away from the mountain and you have gained relative height by flying away you may want to gently and briefly pull the lines that are tangled with the knot If th
14. 3 d4 Lines D Lines D mm 601 607 561 601 mm mm BR lines br1 br2 br3 br4 br5 br6 br7 br8 br9 br10 br11 br12 BR lines 1br1 1br2 1br3 1br4 1br5 BR lines 2br1 2br2 3br1 br main mm 1521 1160 956 1206 1129 1223 666 612 589 586 541 492 mm 1250 814 1538 1492 1530 Stabilo Lines mm STB 1688 stab2 1298 stab1 1453 stab main 1728 cut 1536 mark ROOK 9 459 526 4299 para test com _ AAA EEE LES I araq Fx zar hap TURGUOGSE Class B In accordance with EN standards 826 2 2005 amp 928 1206 PG 0589 2012 Date of issue OMY 03 10 2012 Manufacturer 777 jadralna padala d o o Model Rook S Configuration during flight tests Parnglider ASSO Maximum wright in light eg as Range of speed nyalom orm 17 Miriam weight in Tight kg Speed range using brakes phh 13 Dinara weight kq Flange of Amara irre Kumbar of risum 3 Total spomi range with uccussorius nh 34 Projected anea m2 20 7 Hurt tabd Ter nating manor weight whichis hippier first Harries ABS 12 menthe or very 100 fying howe Harness brand Niviuk Warning Betong use to users manual masal Hamak Here cer deii persone tha Harness to risers distance Distance between risers em 45 5 F B 8 11 1 173 14 15 16 1B 20 2 22 23 24 S I A A AA aJ E
15. PY Upper surface Bottom surface Profiles Diagonals Loops Reinforcement loops Internal construction D Ribs Thread SUSPENSION LINES Upper cascades Upper cascades Upper cascades Middle cascades Main Main Brake lines Brake lines Main brake Thread RISERS Material FABRIC CODE NCV 9092 E85A NCV 9017 E77A NCV 9017 E68A NCV 9017 E29A NCV 9017 E29A COUSIN 608 10mm NCV F06391 E45A NCV 9017 E29A Serafil 40 2000 60 2000 FABRIC CODE Edelrid A 7000 120 000 Edelrid A 7000 080 000 Edelrid A 7000 065 000 Edelrid A 7000 065 000 Edelrid A 7000 200 000 Edelrid A 7000 160 00 Cousin 12110 0 6 Dyneema Cousin 12250 0 9 Dyneema Cousin Red 260 2 1mm Dyneema Serafil Amann 60 0415 FABRIC CODE Webbing Cousin 3455 12mm uth amp Wolf 70 404 12 5mm Dyneem Material Color indicator Thread Brake Swivel Maillons Pulleys Cousin 3455 12mm Kevlar Omnitech 200 200PU Serafil Amann 20 4000 20 1078 Fob ningbo china 6mm Rapid Peguet MRNI03 0 4x Harken 467 16mm ball bearing pulley HOOK risers arrangement IR MEN Sone OTI Is A1 riser A2 riser Ears B riser B Stall C riser Maillons Main attachment point Speed bar attachment point Speed bar pulleys 200mm Brake handle Brake line pulley Main brake line Clip for brake handle ROOK has no trimmers or any other adjustable or removable device ROOK 2f Line plan
16. and dangers which are specific for winching We do not recommend using any special towing device which accelerates the glider during the winch launch Aerobatics The ROOK was not designed for aerobatics therefore these may not be performed on this glider In addition to this any extreme manoeuvres place unnecessary stress on the glider and shorten its lifespan Primary controls failure If for any reason you cannot use the brake lines you have to pilot the wing to the landing place by using weight shift Weight shift should be enough to safely land the glider You can also use the C risers to control and steer wing Be careful to over handle the glider by using the C riser technique when steering By pulling the C risers too strong you can cause a stall or a negative spin Land your glider at trim speed without using the C risers to avoid over handling the glider low above ground We recommend using weight shift Landing Similarly to the take off the ROOK s landing characteristics are easy In turbulent conditions it is advisable to apply about 15 of the brakes to increase stability and the feeling of the glider Before landing adopt the standing position as this is the most effective and the safest way to compensate the touch down with your legs Again we recommend training the landing manoeuvre as it might be useful to be able to land in small places especially in an unknown cross country terrain Le
17. arn to evaluate the wind direction by observing the signs on the ground and also your drift while making turns This proves to be useful for cross country when landing outside of your usual landing field Another advice we suggest taking into account in stronger winds is to go higher for the landing fields and thus assuring you reach them Likewise always look for possible alternatives downwind ROOK 19 Maintenance General advice Careful maintenance of your glider and the following simple guidelines will ensure a much longer airworthiness and performance of your wing Pack your glider after you land and do not unnecessarily expose it to UV radiation by leaving it on the landing site unpacked The sun UV radiation degrades the cloth and lines material Fold your glider like recommended under the section of packing instructions Ifthe glider is damp or wet when you pack it partially unfold it at home to allow it to dry Do not dry it in direct sunlight Avoid exposing the glider to violent shocks such as the leading edge hitting the ground Avoid dragging the glider on the ground or through rocky terrain as you might damage the lines or canopy Avoid stepping on the lines or canopy especially when they are lying on a hard surface Avoid exposing the glider to salt water as it damages the lines and the canopy material wash with fresh water Avoid bending your lines especially in a small radius Avo
18. e Wing deflations can occur in a strong turbulence The ROOK is designed and tested to recover without pilot s input in almost all 16 ROOK situations by simply releasing the brakes and letting the glider fly To train and understand all the manoeuvres described attend SIV courses Cascade of events Many reserve deployments are the result of a cascade of over corrections by the pilot Over corrections are usually not problematic because of the input itself or its intensity but due to the length of time the pilot continues to over handle After every input you have to allow the wing to re establish its normal flying speed Note that over corrections are often worse than no input at all Asymmetric deflations Strong turbulence may cause the wing to collapse asymmetrically Before this occurs the brake lines and the feeling of the harness will transmit a loss of pressure to the pilot This feedback is used in active piloting to prevent a collapse If the collapse does occur the ROOK will easily re inflate without the pilot s reaction but the wing will turn towards the collapsed side To prevent this from happening turn and actively recover the asymmetric collapse by weight shifting and applying appropriate brake input on the side that is still flying Be careful not to over brake your wing s flying side This is enough to maintain your course and give the glider enough time to recover the collapsed side by itself To activel
19. e knot is on the brake lines you might want to gently and briefly pump the appropriate brake line FRIFLE Z W E w E H Please note that by pulling the lines the knot may get stuck in a worse position and the situation may escalate also to a stall or spin Therefore if you estimate that you can control the wing relatively safely and that the knot is not released by gently and briefly pulling the tangled lines immediately fly to the landing zone and land safely Normal flight best glide Without any brakes applied and without using the accelerator the wing flies at the so called trim speed In calm air this is theoretically the best glide speed The best speed glide depends on the glider s polar and air mass vertical and horizontal speed We recommend reading more about the theory of the best glide and McCready theory Minimum sink If you apply brakes on both sides for about 15 to 20cm you will slow the glider to the theoretical minimum sink speed But we do not recommend using this speed even for thermalling as you achieve much better climbing and control by letting the glider fly with its trim speed and natural energy With a proper take off weight you will find that the glider has great climb reactions and agility Accelerated flight After you get comfortable flying the ROOK you can start practicing hia Naan using the speed system which will provide better performance while gliding against the wind and throu
20. e sink speed increases To regain normal flight release the A2 risers and if necessary apply the brakes with short impulse movements Release big ears at least 100 meters above the ground While using big ears the wing speed decreases which is why we also recommend using the accelerator half way in combination with big ears to maintain enough horizontal speed and to also additionally increase vertical speed Be careful not to pull the brakes while making the ears Steering is done by weight shift only Always do the big ears first and then accelerate not the other way around as you will risk getting a frontal collapse B line stall While in the B stall the glider has no horizontal speed and the 18 ROOK sink rate increases to about 8m s To enter the B stall reach for the B risers just below the maillons and pull both B line risers symmetrically for about 20 cm To exit the manoeuvre simultaneously release both risers quickly On exit the ROOK gently dives without deep stall tendencies Spiral dive The spiral dive is the most demanding of all three manoeuvres Big ears B stall Spiral and should only be trained gradually and always at high altitude The spiral dive should be practiced and learned on a SIV course under professional supervision To enter the spiral weight shift to the desired side and gradually apply the brake on the same side Then let the wing accelerate for two turns and you will enter the spiral dive While in
21. e wing you should at the same time inspect the canopy 3 After you check the lines and connect the risers to the harness grab the lines and slide them through your fingers as you walk towards the canopy In this way you double check that the lines are not tangled stuck or damaged If meanwhile the canopy ROOK 13 moves walk around and correct it again 4 Inspect the harness reserve speed system and all connections preflight check Strap into the harness The leg straps should be the first to be connected on the take off and the last ones to be released after the flight Make sure you are strapped in correctly and wearing a helmet 2 Check the risers for a twist and that the carabiners are properly closed Check if the speed system is not affecting your risers accelerating unintentionally 3 Check the lines The A riser lines should be on top and all lines untangled Check if none of the lines are lying over or below the canopy 4 Check the canopy The glider should be spread out in the shape of an arch and all cells open 5 Check the wind take off and airspace The wind should be favourable for take off and the pilot s level of expertise Airspace should be cleared together with the take off area Inflation control take off The ROOK has easy take off behaviour and does not require any additional advice regarding the forward or reverse launch Try to divide and practice the take off procedure in three
22. erformance in this class Intermediate pilots may find this glider great for the progression of their piloting XC skills for years whilst experienced pilots will enjoy the comfort of safety and performance on long cross country flights even in stronger air The pilot of this wing should be comfortable with the basic active flying techniques of controlling a glider in active air naturally preventing pitch or roll movements As with any glider we recommend constantly improving your basic and advanced flying skills Certification The ROOK has passed the European EN B certification for all _ commercially available sizes The homologation results are amp enclosed at the end of this manual Intermediate Advanced FUN FLY am TN Y v A 49 1 w Before flight Elements components The ROOK is delivered together with a rucksack inner bag compression strap Triple Seven T shirt and USB key with this manual Assembly Before you rush to the first take off we recommend you take your time to unpack and test your equipment on a training slope In this way you will have time and will not be distracted or rushed to prepare your equipment andyou will be able to do your first pre flight check properly The place should be flat free of obstacles and with light wind This will enable you to nicely inflate the wing and also familiarize yourself with it w
23. g also increases the tendency to maintain a deep spiral As a rule of thumb a more opened chest strap gives you more feedback from the glider which is good for your climbing efficiency and increases safety in a flying incident But we strongly recommend adjusting the length of the harness chest strap according to the lengths used during certification This setting varies according to the harness size from 42cm to 50cm Check the settings used during testing under the certification specimen section We recommend that your first flight with the ROOK is not also with a new harness Another rule of thumb is if you want to experience the feeling of new equipment change only one part of equipment at a time Accelerator settings The ROOK speed system increases the speed of the glider by 14km h with the accelerator at full travel from trim speed at 38km h to full speed at 52km h Before attaching the accelerator system to the ROOK risers check that the speed system inside your harness is correctly routed and that all pulleys are set correctly Make sure there are no knots or other obstacles that might make the accelerator get stuck during usage The length of the speed bar lines should be adjusted on the ground so that your legs are fully extended at the point of full accelerator travel While setting the speed line lengths make sure they are long enough so that the speed system does not accelerate the glider by itself If i
24. gh a sinking air mass The ROOK was designed to be stable through its entire speed range but this requires the use of active flying techniques Note that any glider becomes less stable while flying accelerated and that the risk of a collapse is higher in accelerated flight Additionally the reaction of the glider to a collapse in accelerated flight is more radical in comparison to the one which occurs at trim speed We recommend that you avoid accelerated flight near the ground and to be very careful using the accelerator in turbulent conditions Use a soft speed bar which enables you to accelerate the glider by using only one leg To control the direction use weight shift To control the pitch change the amount of the speed bar Do not use or pull the brakes while using the speed bar Use the speed bar progressively when accelerating and instantly release when you feel a slight loss of tension pressure or even a collapse If you encounter a collapse while using the accelerator release the speed bar immediately before taking any other corrective action Always keep more distance from the ground when using the speed bar Active flying This is a basic flying technique for any intermediate and advanced pilot It implies permanent control and the correction of pitch and roll movements together with the prevention of any deflations or collapses In a nutshell this means flying straight through active or turbulent air so that the pilot keeps the gl
25. high sink speed When in deep stall the wing is almost fully inflated With the ROOK it is very unlikely to get into this situation unintentionally This could possibly happen if you are flying at a very low speed in turbulent conditions Also the porosity of the material and line stretch on a very old glider can increase the possibility of the deep stall tendency If you trained this manoeuvre on a SIV course you would realize that it is very hard to keep the ROOK in deep stall If you apply the brakes a little bit too much you enter the full stall If you release the brakes ROOK 17 just a little bit too much the wing returns to normal flight If you want to practice the deep stall on SIV courses you need to master the full stall first Fast decent techniques Fast descent techniques should be well familiar to any pilot as they are important resources to be used in certain situations These manoeuvres should be learned at your flying school as a part of paragliding pilot training Nevertheless we recommend practicing these manoeuvres on SIV courses under professional supervision Big ears This is a safe method to moderately loose altitude while still maintaining forward speed To do big ears release any brake line loops around your wrist set your leg on the speed bar but do not push it Now pull the outer A lines the A2 risers in the drawing on both sides As long as you keep the A2 risers pulled the wing tips stay folded and th
26. hile ground handling Every glider has to be checked by a Triple Seven dealer however as a pilot you want to do a proper pre flight check yourself Firstly prepare and spread out the glider like you would normally do While you are spreading out and walking along the glider observe the fabric material for any abnormalities When you are done with the inspection of the canopy grab the risers and spread the lines check if the risers and maillons carabiners are properly closed Identify and disentangle the A1 A2 B C risers and the lines including the brake lines Connect the risers main attachment points correctly to the harness watch for any twists and make sure that the main carabiners are properly closed Harness The ROOK has passed EN B certification testing using a GH ABS type harness This certification allows the ROOK to be flown with most of the harnesses on the market but keep in mind that the change of a harness greatly influences the feeling of the glider depending on the effectiveness of the harness weight shift Check with the harness manufacturer or with your instructor whether your harness is of the proper type The length of the harness chest strap affects the distance between the main carabiners and the wing s handling as well as your stability in the harness Tightening the chest strap increases your stability but greatly increases the risk of twisting after a collapse A tight settin
27. id opening your glider in strong winds without first untangling the lines e n general avoid exposing your glider to very hot or humid environments UV radiation or chemicals 20 ROOK 5 Packing Instructions It is important to correctly pack your glider as this prolongs its lifespan We recommend that you fold the glider like a harmonica neatly aligning the profiles with the leading edge reinforcements side by side The wing should then be folded in three parts or two folds The wing should be packed as loosely as possible While packing be careful not to trap any grasshoppers inside your canopy as they will tear the canopy cloth This technique will make your glider last longer and ensure its best performance FRIPLE a 7 W E w E H otorage Correctly packed store your glider in a dry place at room temperature The glider should not be stored damp wet sandy salty or with objects inside the cells of the glider Keep your equipment away from any chemicals Cleaning If necessary always clean your glider with fresh water and a cloth only without using any cleaning chemicals This includes also the lines and canopy More importantly always remove any stones or sand from the canopy as they will gradually damage the material and reduce the glider s lifespan Hepalr To repair small damages less than 5cm on the canopy cloth you can use the rip stop tape Greater damages including stitches and lines must be repaired by a specia
28. ider above his or her head at all times compensating and correcting any unwanted movements of the wing ROOK 9 15 Few examples While entering a strong thermal the wing will stay a little bit behind relative to the pilot The pilot should let the brake up allowing the wing to fly faster and to catch up If the wing surges in front of the pilot the pilot should counter brake until the surge is controlled and then release the glider to let it fly normally If the pilot feels a loss of tension on the wing or a loss of pressure on the brakes on one side of the wing he should smoothly apply the brake on the side with loss of pressure and or weight shift to the opposite side until the pressure returns After that again release the brake and or weight shift to the neutral position and let the glider fly normally The key in all cases is to avoid an over correction and not to maintain any correction longer than necessary After each action let the glider fly normally again To re establish its required flying speed You can train or get a feeling for most of these movements safely on the ground while ground handling your glider Good coordination of your movements and coordination with the wing on the ground will enable you a quick progression when actively flying in the air The next step is to attend SIV courses where you should also get a better understanding of the full brake range and the glider s speeds Flying in turbulenc
29. is ferm GO Keeping agn Spona in les than d Less than B Deve or rol angie nis neam nitens than 360 gt gt BO TED Been ar roll agi 15 48 Gpontaneous neanttation Lnsa than 380 Less than BU Dese or angie 1y Lunes than 380 FF gt a TRO ar rall angin 15 45 than oo Na Ne Nn E gt Flight test report PG 05042012 page 2 0 1 A Bon A Nu Spin roan ande aer niiease S than A 52604 spinning in sess than SO A procedure Dedim annens A Ezmamdnrd A duri big scars fight Rivery Tambi in lues than 3 E Eoonianaous in boss fan 3 E zz Behaviour exiting a steep spiral A Tendency Lo rebum straight fight Spontaneous exit A Spontaneous xi A Tum angie to recover normal fight Loss than 720 spontaneous Loss 720 spontaneous A TEGAN Sank tab when evaluabng spiral stabvity ms 18 ln he sara manual IProcedun works described nel anal toe noxae Procedure Tor nevice pit not aei bl navale Cascas occurs Flight ust report EG 05652012 7 page 3 ROOK 5
30. lized repair shop Damaged lines should be replaced by a Triple Seven dealer When replacing a line it should always be compared with the counterpart for adjusting the appropriate length After the line was repaired the wing should be inflated before flying to ensure that everything was done correctly Major repairs such as replacing panels should only be carried out by a Triple Seven distributor or Triple Seven If you are unsure about the damage or in any doubt please contact Triple Seven a Z AR Checks and control To ensure the wing s airworthiness the ROOK has to be periodically serviced and checked to guarantee that the glider continues to fulfil the EN certification results and to extend your glider s lifesoan We recommend a line check and trim inspection every 100 hours or 12 months depending what happens first After that the glider needs to be fully checked after 150 hours or 24 months of usage whichever comes earlier This inspection includes checking the suspension lines line geometry riser geometry and the permeability of the canopy material A certified inspector can then define the check interval depending on the glider s condition Please note that the condition of the glider can vary considerably depending on the type of usage and environment Salty coastal air or dunes will considerably affect your wing s material For more information please visit our website ROOK 9 21 Packing ROOK 1 FOLD THE GLIDER
31. n doubt how to properly set the accelerator system please consult your instructor or Triple Seven dealer Brakes adjustments The length of the brake lines has already been adjusted by the manufacturer and is the same as used during the certification test flights The length is set and fine tuned during the development of the glider therefore generally there should be no need to adjust them We recommend flying this setting for a while and you can still change it afterwards if you wish to do so If you change the length of the brakes do it in a step by step process of 2 cm at a time Bear in mind that if you make the brake lines too short they might be applied unintentionally while the speed system is being used ROOK 9 11 Weight range Each size of the ROOK is certified for its own weight range The above mentioned weight includes the weight of the pilot and complete paragliding equipment together with the glider harness all accessories and optional ballast Every glider changes its characteristics by changing the take off weight We recommend that you always fly your glider in the specified weight range To measure your take off weight step on a scale with all your equipment packed in the rucksack Lower half of the weight range Flying the ROOK as any other glider in the lower part of the weight range causes the agility of the glider to decrease and when flying through turbulence its tendency for collapses relatively inc
32. ply correct pressure on the brake lines and the glider will stay above you Modifications on the glider Any modifications of the lines or risers speed system cause the loss of the certification similarly to flying the wing outside the weight range Preflight safety Before flying the ROOK you should obtain all practical and theoretical training and the certification for flying this kind of wing Pilots should be physically and mentally fit using complete paragliding equipment and flying only in conditions suitable for their level of flying expertise piece Flying ROOK First Flight Now that you have already familiarized yourself with your new glider while ground handling on a training slope you are ready for your first flight For the first flight it is recommend that you choose a familiar flying area and to fly your new glider in calm conditions Preflight check equipment Before every flight you need to do a pre flight check and the inspection of other equipment Learn to do this as it takes no extra time This procedure may vary depending on the instructor pilot or equipment settings Some pilots have their wing always connected to the harness However you should have a consistent method of checking and preparing your equipment and doing the final pre flight check 1 After the arrival on take off assess the suitability of flying conditions 2 While walking around the canopy preparing and spreading out th
33. ponams in lesa than 3 a A Fla mai net PO OS iS nnan 1 ENTFERNT RAN Die feewnrd ongin en enr Change ef emiran ocus 12 High af NENEK Keeney 14 Asyremetric Wah Borna oodles Change of course until resinifabon J Madrun dee or roll RFin infineen Total change of cours on the apposite side oocuns Tuin Cascade occurs With 7555 andy Change of pases until ru in ation Maimun devo karawang or rail amu Foesanflafscn behavieur Change of coonee until niirifbon J Mdrmum dee Tonwand or FOI angie Rainier hohm nur Total charge of occurs Cascade occurs Wah FX collapse and acoolerator Change of censes undi m infiatien J kinaran ak n kerama cr roll angie bahareour Total change of Obunbb on thn apnenisn sien neum Twist occurs Casendie occurs am tarandi 20 10 rj Spontaneous in iss than d amp Less than Dee or ange D 615 Lunes han 380 Na Na Habe Divu or angu Less than Ha Ha Less than BU Dir or angie 45 Epannnen s Lines than 380 Ha SOF 18 Din ar angie 15 ig 45 Sinamun ro irlation Ha Na im bb gt gt gt FF gt FF e P gt P gt gt F F gt gt Div
34. r roll angle 15 to 45 Spontaneous re inflation Less than 360 90 to 180 Dive or roll angle 15 to 45 Spontaneous re inflation Less than 360 AD AS ive forward 0 to 30 Entering a turn of less than 90 No pontaneous in less than s No Less than 90 Dive or roll angle 0 to 15 pontaneous re inflation Less than 360 90 to 180 Dive or roll angle 15 to 45 pontaneous re inflation Less than 360 Less than 90 Dive or roll angle 15 to 45 pontaneous re inflation Less than 360 90 to 180 Dive or roll angle 15 to 45 pontaneous re inflation Less than 360 UJ gt UJ Flight test report PG 0547 2012 page 2 of 3 16 Trim speed spin tendency A Spin occursN oA NoA 18 Recovery from a developed spinA Spin rotation angle after release Stops spinning in less than 90 AS tops spinning in less than 90 A Cascade occursN oA NoA 20 Big earsB Entry procedureD edicated controls AS tandard technique A Behaviour during big earsS table flight AS table flight A RecoveryS pontaneous in3sto5s BS pontaneous in less than 3 sA Dive forward angle on exitD ive forward 0 to 30 AD ive forward 0 to 30 A 22 Behaviour exiting a steep spiralA Tendency to return to straight flight Spontaneous exitA Spontaneous exitA Turn angle to recover normal flight Less than 720 spontaneous A Less than 720 spontaneous A recovery reco
35. reases as compared to flying it in the upper wing loading range However reactions after a collapse are less dynamic and sink rate improves Therefore if you mainly fly in weak conditions you might prefer this weight range Upper half of the weight range Again as with any other glider flying the ROOK in the upper part of the weight range increases the stability and agility of the glider Consequently there is a slight increase in the glider s speed and also gliding performance especially when flying against the wind If you normally fly in stronger conditions and you prefer relatively more dynamic flying characteristics you should set the take off weight in the higher weight range Reactions after a collapse may be more dynamic in the upper half of the weight range 12 ROOK Wing inflation Still being on the training slope and having prepared and checked everything inflate your wing and play with it to get a feel of your new glider while ground handling By doing this you are making a final check of the canopy and lines and that everything is in order You will find that the ROOK inflates very easily and smoothly without excessive energy and with minimum pressure while moving forwards For inflation and lifting the glider you may use only the A1 risers Do not pull on the risers just with your hands instead use your whole harness Your hands should only accompany the rising movement of the wing When the wing is above you ap
36. the spiral you can control your descent rate and bank angle by applying more or less inner brake Depending on how steep the spiral is you may need to use also outer brake To exit the spiral dive we recommend that the pilot is in the neutral weight shift position If you release the inner brake the wing exits the spiral dive by itself The ROOK has no tendency of a stable spiral but you should be aware of the procedure for exiting a stable spiral To exit a stable spiral dive weight shift to the opposite side of the turn and apply the outer brake until feeling the deceleration of the wing rotation Then release the outer brake and let the glider decelerate for the next couple of turns To avoid a big pendulum movement after exiting the spiral apply a short brake input on the inner side before the glider exits the spiral FRIFLE Z W E w E H Warnings Spiral dive There is a possibility of losing consciousness while in the spiral dive Never make a spiral with more than 16 18m s sinking speed In fast spirals it may be necessary to apply the outer brake to begin exiting the spiral dive f practicing the spiral dive low a pilot may not have enough altitude or time to safely exit this manoeuvre Winch launch The ROOK is easy to launch using a winch and has no special characteristics considering this kind of launching To practice this launching technique special training is needed and you have to be aware of the procedures
37. untangled side After that grab the stabilizer s main line on the tangled side and pull it down until it becomes tight again At this point the cravat normally releases itself Possible solutions of the cravat situations consult your SIV instructor Pulling the wing tip stabilo line Using a full stall but it is essential to be very familiar with this manoeuvre You also want to have a lot of relative height Rika Naas f you are in a situation where you have a cravat and you are low in rotation or even with twisted risers then the only solution is the reserve parachute Negative spin In normal flight you are far from negative spin But certain circumstances may lead to it Should this occur just release the brake lines progressively and let the wing regain its flying speed Be prepared for the glider to surge forward compensating the surge with brake input if necessary Full stall A full stall does not occur unintentionally on its own it happens if you pull both brakes for 100 and hold them The wing then performs a so called full stall Releasing the brakes improperly may lead to massive surge of the glider with danger of falling into the canopy This is a complex manoeuvre and as such outside the scope of this manual You should practice and learn this manoeuvre only on a SIV course under professional supervision Deep stall Generally when in deep stall the wing has no forward motion and at the same time
38. us in less than 3 sA Flight test report PG_0547 2012 page 1 of 3 FR I PLE E w E H Dive forward angle on exit Change of course Cascade occursN 12 High angle of attack recoveryA RecoveryS Cascade occursN 14 Asymmetric collapse With 50 collapse Change of course until re inflation Maximum dive forward or roll angle Re inflation behaviour Total change of course Collapse on the opposite side occursN Twist occursN Cascade occursN With 75 collapse Change of course until re inflation Maximum dive forward or roll angle Re inflation behaviour Total change of course Collapse on the opposite side occursN Twist occursN Cascade occursN With 50 collapse and accelerator Change of course until re inflation Maximum dive forward or roll angle Re inflation behaviour Total change of course Collapse on the opposite side occursN Twist occursN Cascade occursN With 75 collapse and accelerator Change of course until re inflation Maximum dive forward or roll angle Re inflation behaviour Total change of course Collapse on the opposite side occursN Twist occursN Cascade occursN FRIPLE Dive forward 0 to 30 Keeping course oA pontaneous in less than s oA Less than 90 Dive or roll angle 15 to 45 Spontaneous re inflation Less than 360 90 to 180 Dive or roll angle 15 to 45 Spontaneous re inflation Less than 360 Less than 90 Dive o
39. very Sink rate when evaluating spiral stability m s 1 61 8 24 Any other flight procedure and or configuration 0 described in the user s manual Procedure works as described not availableO not availableO Procedure suitable for novice pilots not availableO not availableO Cascade occurs not availableO not availableO Flight test report PG 0547 2012 page of 3 ROOK J 35 36 para test com Al SA SKOAN JA E lel 121 3656565 mobile 11 73 Se 30 F PF i P L E E BUNE AH V LL LT gt In accordance with EN standards 926 2 2005 amp 926 1 206 PG 0584 2012 Date of issue OMY 13 10 2012 Manufacturer 777 jadralna padala d o o Modal Rook L Serial number Configuration during flight tests Paraglider Accessories weight in Ika 120 Range o speed crm 22 Minimum wight in flighe 100 E quad mange usang enim 13 weight kg Range of trimmers em 0 Murmbur rises 3 Total range with accessories 26 Projected m 241 Hamess used for testing max weight inspectione wischineer happers first Harness type ABS ery 12 months or every 100 frying hours Hamess model Ginge 2L Persone company having presented the gisar tor beating Nana Hamess to risens distance em 48 Calan butween rers om 48 TW 11 12 33 14 15 d amp 17 18 21 22 23 24
40. y reopen the collapsed side after course stabilization pull the brake line on the collapsed side firmly and release it You can do this several times with a smooth pumping motion After the recovery release the brake lines for your glider to regain its trim speed You must be aware of the fact FRIPLE W E w E H that asymmetric collapses are much more radical when flying accelerated This is due to the difference in weight and the inertia of the canopy and the pilot hanging below Symmetric deflations oymmetric or frontal deflations normally reopen immediately by themselves without pilot s input The glider will then regain its airspeed accompanied by a small surge forwards To actively control this event apply both brakes slightly when the collapse occurs and then instantly release the brakes to let the glider fly Be prepared to compensate for the glider s slight surge forward while returning to normal flying Wing tangle cravat A cravat is very unlikely to happen with the ROOK but it may occur after a severe deflation or in a cascading situation when the wing tip gets caught in the glider s lines A pilot should be familiar with the procedure of handling this situation with any glider Familiarize yourself with the stabilizer s main line stabilo line already on the ground If a cravat occurs the first thing to do is to try to keep the glider flying on a straight course Do this by weight shifting and counter braking the
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