Owners Manual and Service booklet
Contents
1. PRE FLIGHT CLICKING INTO THE T BAR SYSTEM The T bar spreader bar suspension system 25 MOUNTING THE TANDEM RESERVE 25 LAUNCHING 26 SPEED CONTRO D iei 26 Using the brakes Late MERE Le ERE Fee eM PLE SERRA ini 26 TIMMES ME 26 REIN ER 27 mcm 27 WINCH TOWING oro 27 Attaching the towline release gkvgiem 28 FLIGHT SAFETY er RT UT 29 THERMALS AND 29 Eloge ele ONE 29 5 30 BELG teer ite estet tertie eee 30 BIg EAS irn 30 FLYING OUTSIDE THE NORMAL FLIGHT ENVELOPE 32 BEHAVIOUR IN EXTREME SITUATIONS 2 32 COLLAPSING THE 9 32 Asymmetrie collapse cs anna naar nern re dauer 32 Full frontal collapSe ee 33 PpaceL m 33 p MDC een2. 41 Mu Mde gtcrm 41 SOME FINAL WORDS iiri tiec sait ciini uuo ras Eius 42 Attachments Fine Layout 44 Luftsportger te Kennblatt UP 2 emen 45 EinWeis rigsblalt 2 eere re ei ee 47 Service Booklet Glider 16 EE 49 Used by the UP Service centre in connection with periodic service 51 Product registration 2 een innen 53 Important The following symbols are used to draw attention to particular sections WARNING Failing to comply with instructions given here may lead to injury or death BEWARE Failing to comply with instructions given here may cause undue wear to or even damage your new wing NOTICE This pictogram indicates a tip or some helpful extra knowledge Or Welcome in our team Congratulations on the purchase of your new UP K2 UP International is renowned across the globe for designing and building the finest paragliders available paragliders characterised by maximum safety performance and quality in every aspect Please take a little time to complete and send the reply card found in the back of this manual This way we can keep you informed of all new products and developments at UP as well as any technical information about the UP K2 We would also be delighted to hear any feedback you ha
3. 53 Line plan Deutscher Hangegleiterverband e V im DAeC DHV OeAeC Technikreferat LBA anerkannte Pr fstelle f r Hangegleiter und Gleitsegel Beauftragter der sterreichischen Luftfahrtbeh rde Herstellerangaben zum Luftsportger te Kennblatt Gleitsegel Musterpr fung 1 Ger temuster UPK2 2 Hersteller UP International Sportartikel GmbH Il Merkmale und Betriebsgrenzen 1 Ger temasse kg 8 6 2 Zulassiges Startmasse minimal kg 135 maximal kg 220 3 Anzahl der Sitze 2 4 Klasse 1 2GH 5 Gurtzeugbeschrankung GH 6 FuBbeschleuniger nein 7 Trimmer ja 8 Projizierte Fl che 2 35 27 9 Windenschlepp ja 10 Tragegurtlangen mm Tragegurt A Tragegurt B Tragegurt C Tragegurt D normal 340 normal 340 normal 340 normal 340 beschleunigt 340 beschleunigt 360 beschleunigt 385 beschleunigt 430 11 Leinenlangen mm von der Kappenmitte beginnend A B C D E 4 8680 855 8635 8765 10 8695 8645 8700 80 12 855 850 8600 80 14 16 8505 8460 805 8615 1 8460 840 8445 840 2 2 785 1 EH 5 6 E 9 10 GI 13 14 16 17 19 22 23 ES L L L 5 L 7 L L 10 11 13 14 16 17 19 0 L 1 L 22 23 L L L L
4. L L L L L L L 12 Sonstige Besonderheiten Ill Betriebsanweisung in der Fassung vom 01 01 08 Ort Datum Stempel und Unterschrift des Herstellers Bearbeitungsvermerk DHV Kennblatt gepr ft Garmisch den 01 01 2008 radi gt LF Standard Einweisungskontrollblatt f r neu gekaufte UP Gleitschirme K ufer Name Vorname Adresse Bef higungsnachweis Nr neuer Gleitschirm Typ Bisherige Anzahl Fl ge Seriennummer des Schirms Folgende bungen sollten am bungshang unter Aufsicht absolviert werden Auslegen und Sortieren der Leinen Durchf hren mehrerer Starts Aufziehtechnik vorw rts und r ckw rts Laufen mit gebremstem Schirm O Aufziehen mit schlecht ausgelegtem Schirm O Slalomlaufen Das Beherrschen der oben angef hrten Man ver ist die Grundlage um die Reaktionen des neuen Gleitschirmes kennenzulernen Zugleich werden wichtige Reflexe eintrainiert um den Schirm in turbulenter Luft angemessen handhaben zu k nnen Ungewollte Klapper und andere extreme Flugzust nde k nnen dadurch reduziert bzw wesentlich besser beherrscht werden Folgende Man ver sollten w hrend H henfl gen unter Aufsicht mit Funk mit dem neuen Gleitschirm absolviert werden bungen Einweisungen Schnelle Kurvenwechsel Einweisung in das BeschleunigungssystemO Enge Vollkreise in beide Richtungen L1 Seitliches Einklappen mit Kurs halten
5. Steilspirale Eventuellen Sackflug richtig ausleiten B Leinen Stall Ohren anlegen Diese bungen d rfen nur mit einem Rettungsgerat erfolgen In Thermik und Turbulenzen k nnen alle diese Flugzust nde pl tzlich auftreten und es dient der eigenen Sicherheit diese mit jedem Schirm neu zu erfliegen Diese bungen ersetzen nicht ein Sicherheitstraining dessen Besuch wir jedem Piloten im Interesse seiner eigenen Sicherheit empfehlen Deine Flugschule kann Dir dies sicher best tigen Wir best tigen dass oben genannter Gleitschirm von uns testgeflogen wurde und die aufgef hrten Man ver vom K ufer beherrscht werden Unterschrift Fluglehrer Unterschrift K ufer Ort Datum Or Service booklet Glider and pilot data Model K2 Size Serial number Colour Date of purchase First flight date Dealer stamp and signature Pilot 1 owner Name Family name Street Town Postal code Country Telephone Fax Email 42 gt Pilot 2 owner Name Family name Street Town Postal code Country Telephone Fax Email Pilot 3 owner Name Family name Street Town Postal code Country Telephone Fax Email Please verify that your UP Service Centre has c
6. pulling the pilot with it It is important to not release the brakes again at this moment as this will have the canopy violently shooting forwards and diving down in front of the pilot In extreme cases it can dive below the pilot who could then fall into the sail After dropping back into full stall the canopy will form a horseshoe where the tips flutter about quite violently These movements are transferred to the pilot s arms through the brake lines Holding the wing in a full stall requires considerable strength Before releasing the brakes and allowing the wing to resume level flight it is important to stabilize the stalled wing This is done by releasing the 33 Or brakes slowly until the entire wing is almost completely re inflated In this phase the wing will be pitching somewhat over the cross axis The pilot waits until the wing is in front of him and releases the remaining part of the brake travel When timed correctly the wing will then resume level flight by surging slightly forward whilst accelerating to normal trim speed However you must be prepared to dampen the surge and deal with any subsequent collapses occurring because the wing surges too far or doesn t come out of the full stall completely symmetrically Test pilots also carry out tests where they release one brake before the other while in full stall This manoeuvre only serves to test the wings behaviour and should not be flown purposely as
7. to prevent a weakening of the core and a loss of strength The lines and stitching are subject to rigorous production controls to ensure high and consistent manufacturing quality The lines of each wing section consist of four groups and the brake lines A Lines A1 A3 B Lines B1 B3 C Lines C1 C3 S1 D E Lines D1 D2 Brake Lines BRK The brake lines are collected at one main control line per side This control line runs through a pulley attached to the D Riser and is marked with a black dot at the point where it should loop around the D ring The brake is pre set so that the glider is at 0 degree brake when the toggle is free Please don t change the main brake lines without checking the new length carefully at a suitable training hill before flying The line bundles A B C and D are colour coded for easy identification and handling All main lines of each level are looped together and attached to delta quick links which are connected to the risers The quick links have special line collectors to prevent lines slipping and are secured using a strong thread locking compound Loctite to prevent unintentional opening After maintenance work the delta quick links should be re glued with thread locking Loctite Risers The lines are grouped into four risers and one control line on each side The riser ends are colour coded for easy identification at take off as well as in flight for B Stall In order to facili
8. closer together This gives the pilot more control during launch flight and landing An example of a scenario where removing the aluminium rods would make sense is when flying with passengers of a very different weight class than the pilot children for example In this case simply changing the upper hang point is insufficient to avoid the passenger being lifted up where she may obstruct the pilots visibility something that is completely avoided when the aluminium rods are removed By correctly combining all the different suspension points it is possible to adapt the system to all pilot passenger configurations A thorough description of the use of the system can be found in the chapter Hooking into the tandem suspension system A Velcro guide along the tandem suspension webbing prevents the twisting of the reserve bridle This bridle must always be connected to the main carbines in the central suspension point Illustration 2b The new UP 2 spreader bar Or UP Backpack The UP 2 is delivered with a special paraglider backpack which fulfils the demands of very high luggage volume and ergonomically optimised comfort We have built in an anatomical carrying system that allows an optimised load distribution for maximum comfort The S shaped shoulder straps allow full adjustment and the detachable chest strap prevents the shoulder straps from
9. in the air enjoying the peace and tranquillity But the air is an alien environment that commands respect and a responsible attitude from the pilot At UP we don t just put our knowledge and experience into the development of paragliders but also into their maintenance service and repairs to ensure that you can fly safely at all times Repairs or inspections must only be carried out by UP International or a UP approved repair checking facility Maintenance All care and maintenance must be carried out in accordance with UP recommendations To ensure that this happens we strongly advise you to only let UP recognised service centres touch your wing this is also a prerequisite for the UP Warranty to be valid So there s a lot speaking for letting UP or a UP affiliate look after your K2 Airworthiness Check In Germany and Austria all paragliders must be checked according to the following time schedule e 2 years after purchase e Every two years after that or sooner if prescribed by the UP checking facility during the last check e After 150 hours or e After 100 Flights These limits have been set by the German Free Flight Federation DHV and make no less sense for wings flown outside of Germany Austria Contact your local dealer for information about the nearest UP approved checking facility We will happily service the glider more often if you feel that it is necessary UP Craftsmanship In order to en
10. not influence the behaviour or safety of the wing are not covered by the warranty and neither are faults caused by the exposure to solvents or salt water or plain incorrect handling of the wing For any warranty claim to be accepted the following conditions must be adhered to e The paraglider was used under normal circumstances and was maintained according to the instructions given by UP International Note that these include instruction for the correct packing storing and cleaning e The paraglider was only used in accordance with its DHV certification e Acomplete logbook showing all flights with duration and location must be presented upon request e Only original UP spares have been used and only UP or a UP affiliate service centre has performed repairs or service jobs on the paraglider Acomplete correct registration card has been filled in and sent to UP within 14 days of the purchase Note that you may also register your paraglider with UP via the UP homepage www up paragliders com gt service gt UP Product registration UP reserves the right to refuse any claims not honouring one or several of these conditions However in some cases an ex gratia settlement may be offered Checking the UP K2 According to German and Austrian aeronautical legislation 14 Abs 5 LuftGerP the owner of a glider can check the airworthiness by his own or authorise a third person for example manufacturer impo
11. pressure very direction stable a surprisingly low lift off soeed combine to make each and every launch a total breeze And since our own tandem designer Stephan Stieglair likes to take his prototypes on LOOONG XC forays through the central Alps we are also pretty sure that the XC capabilities will satisfy Even less than perfect launches will usually go well with the K2 a light pull on the A s and the canopy rises to its overhead position From then on it will feel as if the wing wants to go up on its own This combination of very simple inflation and very low takeoff speed also makes it easy to evaluate early on if a launch is going according to plan or not no more hope launches just safe secure takeoffs every time A new profile In order to further accentuate certain desirable design characteristics UP designer Stephan Stieglair built a whole new profile for the K2 The new profile made it possible to attain the positive characteristics mentioned above very simple inflation low lift off speed In spite of this the K2 is no lame mule once in the air with a trim speed of 39km h and the option to significantly increase this using the trimmers Another thing that received special and ample attention during the design phase was the optimisation of the canopy tension Due to this work the K2 is practically wrinkle free and very 13 4 2 gt solid when flying Turbulence is swallowed up by the can
12. slipping off the shoulders The load control straps attached to the shoulder straps can be set either loose to Compression straps Hip belt stabilization straps aid ventilation or tight for extra stability They should rise from your collarbone at about a 45 angle A hip belt is also incorporated to assist overall comfort If the hip belt is tightened then the shoulder straps can be released slightly to transfer the load away from the shoulders The hip belt is fitted with stabilisation straps which can be tightened to help stability or loosened for extra freedom of movement The hip belt is removable for when packing size is critical or the pack is being transported by air pocket in the lid Load control 17 straps S formed m M shoulder belt Chest belt Shoulder belt straps Detachable hip belt Illustration 3 UP Backpack 18 4 2 gt It is important especially when there is a long trek involved that the backpack is adjusted for maximum comfort The following advice should be considered when packing Adjustment of the backpack When fully loaded all compression straps should be tightened to secure the load in the pack All carrying straps should be set fully loose and the pack then put on your back The hip belt should be fastened and tightened to rest approximately in the middle of the hip Any slack should be taken out of the shoulder
13. straps and the chest strap should be done up The load control straps at the shoulders and hips can now be tightened to achieve the desired stability Packing tips Packing the UP paraglider rucksack correctly will make it a pleasure to carry A couple of easy tips can help you get it right Failing to follow these tips will adversely affect you carrying comfort The centre of gravity of the load should be as close to the vertical centre axis of the carrier while also being situated as high on the back as possible This allows for a vertical posture and minimises the leverage of the load against the natural posture of the carrier It also helps by reducing the oscillations of the load while walking The drawing shows the ideal load distribution in the UP rucksack Loaded like this the carrying comfort will be optimal Start by placing the heaviest items close to the shoulder blades with lighter items over and under this region The lightest items should be placed the furthest from your back Do not fasten any objects to the exterior of the rucksack as these are unprotected against theft and can also get caught on protruding points when entering or exiting lifts cars or buses light lt heavy leicht schwer Illustration 4 Ideal load distribution in the UP rucksack 19 Or Before the first flight The UP 2 is delivered with a speed system rucksack compression bag and str
14. stronger winds for towing for flying with big ears or when flying with light passengers It is also useful for long transitions into headwinds UP Europe recommends open trimmers when flying with low to medium hook in weight This ensures optimum launching behaviour airspeed and handling When flying heavy over 190 kg hook in weight we recommend closing the trimmers Please note that the trimmers should be pulled to neutral position when 26 4 2 gt there is danger of unusual flying situations BEWARE Any unintended flying configuration collapse etc will be aggravated by higher airspeeds For this reason the trimmers should not be used or used with great care close to the ground or in turbulent conditions Turning The UP K2 has been developed to meet the demands of tandem pilots The brakes have been designed so that the first 10 centimetre of travel will cause a soft and direct turning whereas larger movements will give the glider an agile and nimble feel Brake input and amount of weight shift induced will define the radius and bank angle on the UP K2 and will allow it to be controlled with ease Using weight shift in combination with brake input will result in flat turns with minimum height loss and is in fact always the most efficient control method The radius of the turn is then controlled with the brake line whereas the bank is controlled through weight shift If needed the UP K2
15. the same sequence every time to minimize the risk of omitting something 1 Unpack and arrange your glider in a semi circular manner This shape ensures that the centre cells inflate before the tips When unfolding your glider observe the wind direction and arrange your glider so that it is pointed directly into the wind The lines must be arranged so that there are no tangles and the A lines are uppermost Once the lines are free and untangled check to make sure that they all go directly from the riser to the glider without going over the top of the wing Launching with a line over the wing is extremely dangerous It is also important that the brake lines are free and not tangled Next check that you have put the harness on correctly and ensure that both leg straps and the chest strap are closed and adjusted Also check the rescue system pins and deployment handle Always verify the correct connection of the passenger seat to the spreader bar and the risers and the spreader bar before each flight Right before the launch you should check the air space also behind you Once again check the wind direction before take off Clicking into the T bar system The UP K2 has been tested and certified with a standard T bar spreader bar suspension system Using the UP K2 with other tandem suspension systems is not recommended as it could adversely affect both flight characteristics and the behaviour in extreme fli
16. Owners Manual and Service booklet UP Ke Tandem Version 1 0 Valid from 2008 Stand March 2008 Or The data and statements contained within this manual may be changed without prior notice No part of these documents may be copied or transmitted for any purpose in any manner or by any means either electronic or mechanical without explicit written permission from Ultralite Products International 1995 2008 by Ultralite Products International Table of contents WELCOME IN OUR TEAM _ 2 8 Gisela lf end al TE 9 DEVELOPMENT OF 5 2 224 2 1 014447 4 0 9 TECHNICAL DESCRIPTION 2 2 2a conan Cu ncn a sa sUxE aErusasurararnaurorara 10 IGERITIFIGATION CLASS EE 10 Target group and recommended flying 10 Necessary skills for normal obt 10 Necessary skills for dealing with disturbances eee 11 Necessary skills for dealing with rapid descent meihode 11 Suitability for training 11 RECOMMENDED WEIGHT RANGE 11 TECHNICAL DATA UP K2 0scscsssssssesssesessssssscsssesecesecesecesecssecsseseseessscs
17. ap repair materials and this manual The manual may also be downloaded from the UP website Every K2 delivered has been minutely checked at the factory and corresponds exactly to the certified wing BEWARE Before the first flight the UP K2 must be inflated in the wind on a flat surface An approved UP dealer should carry out the first flight before the wing is handed over to the end customer Adjustments The UP K2 has undergone an extensive development program and series of flight tests to ensure that the production model exhibits the optimum characteristics with regard to safety handling and flight performance As with all products from UP International the UP K2 is manufactured to the highest quality and precision The line lengths of each glider are individually checked and recorded before dispatch Under no circumstances should the lengths of the lines or risers of the UP K2 be altered in any way WARNING Any changes to line lengths or riser configuration will invalidate certification The only change allowed is to the length of the lower brake line This should only be done by an experienced person Position of the brakes The UP 2 is delivered from the factory with what we feel is the best brake position for most pilots But tall or short pilots or those with a harness with non standard attachment points might feel it necessary to change the position of the brake handles If the brakes are to be sh
18. ar chest height is suitable for use with the UP K2 The lower the hang point of the harness the better the pilot can steer by weight shift A LTF EN certified harness is recommended The harness design should also guarantee that it s possible to accelerate the UP K2 up to the maximum speed Note that the height of the hang point also affects the brake line length If you have a question about your UP harness contact your dealer or UP International Rescue system Carrying a rescue system is not only mandatory it is also extremely dangerous to fly without one Make sure you choose the right rescue system it is very important to use only a special Tandem Rescue System with a maximum load of 180 200 daN that has been designed and certified for Tandem Paragliding Using a normal rescue system with only 100 120 daN maximum load capacity is illegal extremely hazardous and should be avoided totally Neither is the use of two single reserves an alternative to a proper tandem reserve for example the UP Profile Bi developed especially for tandem use The connecting bridle from the reserve must be attached between the risers and the T Bars to allow a controlled emergency landing with the passenger WARNING Never attach the reserve only to the pilot s harness once deployed the passenger will swing below the pilot and both could suffer serious injury during landing Use of the UP K2 The UP K2 has been developed and t
19. arachute The manoeuvres and possible flight configurations described in the following may occur following a conscious effort on the part of the pilot through turbulence or through pilot input error Any pilot flying in turbulent air or making piloting mistakes may end up experiencing these flight configurations and therefore find themselves in danger particularly if they are not adequately trained to master them WARNING Mistakes during the execution of the following manoeuvres may seriously compromise the safety of pilot Collapsing the paraglider As with all paragliders extreme turbulence may lead to the canopy partly or fully collapsing This is normally not critical The K2 will reinflate quickly and reliably and is easy to control during the incident Asymmetric collapse Should an asymmetric collapse occur it is best to stop the turn by opposite weight shift and counter steering If you let the glider turn then it is possible that although the collapse will clear quickly the other wing might suffer a small closure Any closure will normally reopen independently but it is a good idea to help it with a good long pump not short hectic pumps with the brake on the affected side whilst maintaining course with the other brake With large asymmetric collapses it is important to counter steer carefully to avoid stalling the open side This can lead to the canopy entering a stall before it fully reopens Finall
20. blem However frequent acro training does accelerate the ageing process dramatically and UP recommends having wings that are often used for acro or SIV type manoeuvres subjected to checkups at shorter intervals than normally stipulated Salt water If you do most of your flying near the sea where the air is humid and salty the wing may age faster In this case we suggest you have it checked more often than prescribed in this manual 35 Or Maintenance and cleaning Taking care of your paraglider The wear and tear that your paraglider suffers depends on a number of factors how frequently it s flown whereabouts in the world you fly it how much UV it gets and how well you look after it Bear in mind the following maintenance points Packing your UP K2 Fold your wing as shown in the illustration here below By doing so you will increase the working life of your wing simply because the reinforcements in the leading edge are not bent or folded every time you pack away your wing after a flight Undamaged reinforcements Illustration 8 Packing the UP K2 positively influence the launching characteristics the performance and even the safety as wrinkled reinforcements cause the leading edge to become wrinkled too to the detriment of the in flight behaviour following disturbances Pack the glider in a slightly different way every time so that it s not always the same bit of material that gets the maximu
21. but it is advisable to build up gradually to these sink rates when you first practice spiralling Getting the UP 2 into a spiral dive is very simple and has already been described in the chapter regarding turning When entering the spiral it is essential to induce the turn gradually if you apply the brake too quickly you may enter a spin If this happens release the brake immediately and let the glider recover before trying again Keep a steady tension on the inside brake and observe the increased angle of bank and sink rate A little brake on the outer wing will help stabilize the glider at a high sink rate To recover from a spiral simply release the inside brake Do this gradually to prevent an uncontrolled steep climb caused by the excess energy built up during the dive Be prepared for the glider to climb a little and to damp out the subsequent dive Be warned that steep spiral dives are equal to high G loading on both you and your glider WARNING Never pull Big Ears in a spiral dive as it s relatively easy to overload the paraglider pilot and equipment B Line Stalls To induce a B line stall start from normal un accelerated flight Reach up and take hold of both B risers still with your hands in the brake loops and pull down simultaneously by approximately 10 to 15 centimetre The first few centimetres of travel will be quite hard but as the glider settles into the stall so the effort becomes less The glid
22. cription Tandem As of Februar 13th 2008 Note that the speeds trim max quoted above are valid for a takeoff weight of about 185daN Or Construction Just hook in your passenger and prepare to enjoy the exquisite UP handling while your K2 takes you to even the most far flung goals Whether on short commercial flights or long personal XC adventures this wing simply excels thanks to the refined design and the many innovative solutions the best companion for you and your passenger Illustration 1 CAD Model of the UP K2 One of the most critical aspects of tandem design is getting the launch behaviour right Consequently whilst working on this wing we paid special attention to all launch related design parameters the inflation the rising phase all was refined then refined again during the 112 years the K2 was under development In our work we continually relied on the feedback we got from our in house tandem professionals Peter Neuenschwander and Olli R ssel both fly tandems for a living and know exactly what they want from a tandem wing Peter is also our extreme test pilot insofar as he has several podium finishes in world class acro events on his flying CV Listening to these two allowed us to build a new tandem glider that will satisfy even the most discerning tandem pro Peter says he launching of this wing isn t available better from anyone else at the moment Very light A riser
23. e following points in mind e lines should be checked regularly for damage e Please take care to avoid abrasion and damage to the lines protective sheeting e lines should not be knotted or bent unnecessarily e The main brake line at the handle should not have too many knots Each knot weakens the line e After any line over stressing tree landings water landings and other extreme situations all lines must 37 Or be checked for condition and length and should be replaced where necessary e f any change in flying characteristics is noticed then the lines should be checked possibly exchanged Immediately send your wing to UP International or to a UP certified checking facility if you feel that something is wrong Storage and transport A paraglider should always be dry when packed but this is particularly important after the last flight of the season But even a completely dry wing should still be stored open in a dry clean and dark place If you do not have room for such winter storage we recommend you open all compression straps on the bag as much as possible and leave the bag lid off so that air can circulate around the packed canopy Make sure no mice or cats make their sleeping quarters in you wing and keep it well distant from solvents and acids Petrol and other petrochemicals is especially abrasive for nylon and will dissolve the cloth if allowed near The storage temperature shou
24. elle 33 Full Stall 33 34 WINGOVERS MEME 34 EMERGENCY STEERING EE 34 FURTHER REFERENCES 34 Rain induced deep stall arein 34 leegen sted 35 EE 35 Salt UT M 35 MAINTENANCE AND nnne nnn nennen nana nana ra nana nna na 36 TAKING CARE OF YOUR PARAGLIDER eese nennen nennen nn nnne nennen enn nnn n nnn 36 Packing your c ee pe eves EHE S Rep amba res 36 X XX 37 lat ircello E c 37 Storage arid transport eii d ta ir lg oap oi doas 38 ez icc 38 CHECKS AND 5 cucurrerunt d cuneus nnnnn nn 39 39 Airworthiness Check lien ee ede eve ee 39 UP Craftsmanship ie ioi cepe aded adc eu reve Ug Wis eae M ne 39 UP WARRANTY Y 39 National warranty conditions 39 International UP warranty ssssssesesese eene nennen 39 CHECKING THE UP KD 40 PACKING AND CHECKING OF THE RESCUE SYSTEM 40 SENDING THE UP GLIDER AND OTHER UP PRODUCTS 00
25. entral over your head do not continue with the tow Any corrections attempted through the brakes during this critical phase may result in the canopy deflating again or in the tow progressing with a non flying wing if tow tension is applied when the glider is not correctly positioned then a lock out or a stall could occur e Try to avoid large brake inputs until you are reasonably high Emphasize weight shift if any 27 LIF course correction is necessary close to the ground e Do not try to climb steeply during the first part of the tow Good airspeed is essential Do not use a towline tension greater than 150 daN at any time during the tow e All persons involved with the towing operation should be suitably qualified and experienced All equipment used should where necessary be certified and a tow permit should be valid for the field being used Attaching the towline release system For tandem paragliders it is not necessary to use the tow release adapter now recommended for solo towing We recommend hooking into the passenger harness main karabiners even if the harness is equipped with tow release loops For tandem towing these are placed too low and will result in an unsuitable load distribution with the pilot passenger being pulled too far forward 28 Or Flight safety The development of high performance paragliders from square parachutes has meant vast improvements in speed
26. er will drop back a little as it stalls and then centralize over your head With 15 centimetre or so of pull a sink rate of up to 6 meters per second can be achieved With less pull you will get a decrease in sink rate The B risers should not be pulled beyond this point as it may result in the canopy entering an unstable phase or going into a frontal rosette Should you inadvertently have pulled too far down on the B risers simply release them a little again until the wing is again stable above you showing the characteristic deep crease along the B level and being fully stretched out spanwise To recover from a B line stall let up both B risers simultaneously and quickly The UP K2 will dive forwards slightly as it regains forward speed so be ready to dampen this out If you release the B risers slowly there is a danger that the glider might enter a deep stall The glider will almost always recover with no pilot input from a deep stall but refer to the Deep Stall section for correct recovery Big Ears This is the best quick descent method for tandem paragliding due to the gentleness of the manoeuvre your passenger will be grateful To pull the ears in reach up and get hold of the outermost A line on both front risers and pull them down simultaneously by about 10 to15 cm until the tips collapse Keep these two lines in your hands to prevent the wing re inflating We suggest keeping the brake toggles in your
27. ested solely for foot launched and winch launched paragliding flights It is not allowed and potentially dangerous to use the glider for any other purpose Aerobatics The UP K2 has not been developed constructed and or tested for aerobatics use WARNING The glider has not been certified for aerobatics Performing aerobatics with the UP 2 or any other paraglider can be very dangerous Doing aerobatics can induce flying configurations well beyond the tested flight envelope and can lead to total loss of control Aerobatics can also overload your glider and break it in flight Motorised Paragliding The UP K2 has not been tested for use with any kind of engine If you wish to fly your UP K2 with a motor please get in touch with the manufacturer of the engine unit with UP International GmbH and with the governing body for ultralight flying in your area to check on certification of this configuration Flying with passenger The UP K2 was designed and certified for Tandem Paragliding with two people pilot and passenger Flying the UP K2 alone only one person is not allowed neither is flying with more than one passenger 22 All participating persons and every piece of equipment has to have the necessary and proper licenses certifications and ratings appropriate for the country where the flights are to be made Taking passengers on board has to one of the most demanding challenges in the sport of paraglid
28. ght situations 24 The T bar spreader bar suspension system The incorporation of two main hang points on the T bar serves to eliminate the disadvantages of flying with passengers either much heavier or much lighter than the pilot Should the opposite be the case passenger significantly heavier than pilot the spreader bar may simply be turned around and hooking in is done at the foremost hang point If pilot and passenger are of comparable weight use the central hang point The upper passenger hang point should be used when flying with passengers of comparable height to your own or when the passenger is taller than yourself If the passenger is notably shorter 15cms than the pilot use the lower passenger hang point this improves the launch handing When the aluminium rods are removed from the spreader bars weight differences become obsolete and the different hang points for passenger pilot only serve to equalize heights Note that if you choose the lower pilot hang point you may need to adjust the brake line length accordingly WARNING Please note that the karabiner suspension points must be used correctly Failing to do so will cause risk of injury The correct suspension points are marked with colours to avoid confusion Never connect the karabiners to the spreader bars outside the designated suspension points The bar is not designed for it and it may lead to material failures due to unintended d
29. hands while inducing Big Ears The glider will remain fully steer able through weight shifting during the manoeuvre The sink rates will be 30 LIF around 2 to 3 meters per second Releasing the two A lines will normally have the tips re inflating on their own otherwise light braking will assist the re inflation Do not perform other manoeuvres whilst using Big Ears as the structure of the canopy could become overloaded Inducing large Big Ears on the UP K2 when flying near its lower weight limit requires great caution on the amount of brake input used as it may deep stall in extreme cases Should this happen use the recovery technique described in the Deep Stall section 31 Or Flying outside the normal flight envelope Behaviour in extreme situations The UP K2 is designed to be very aerodynamically stable However as with all paragliders extreme turbulence or piloting error may induce unwanted behaviour from the canopy To ensure that you are able to handle these situations correctly we strongly recommend that you attend a safety training SIV clinic where you can learn to master your wing outside the normal flying envelope under professional guidance Safety training manoeuvres should only be practiced in calm air with sufficient altitude and under the instruction of qualified instructors We would like to use this occasion to once again remind you to never fly without a reserve p
30. he demands and dangers then these ideals of paragliding will be fulfilled You should decide for yourself whether conditions are suitable before you proceed with the flight You should always be aware that any kind of air sport is potentially dangerous if you overstep the natural and physical laws whether from ignorance or unreasonableness Probably there are only a few sports where success requires besides physical fitness understanding the processes in nature to such a high degree a fact which distinguishes paragliding as sport especially The charm of flying lies in understanding the processes in nature because you have to try again and again to fathom the logic and fly with regard to the decisions you make If you want to realise the dream of flying the dream of free movement in the air fly not to impress others fly for the sheer joy of it We at UP wish you delightful beautiful and accident free flying with your UP K2 SEE YOU UP IN THE SKY UP International from Helmut Reichmann from the book Streckensegelflug 42 Attachments Line Layout Plan esse 44 Luftsportger te Kennblatt UP 2 45 Pre flight check sheet 222 222 47 Service Booklet Glider and pilot da P 49 Used by the UP Service centre in connection with periodic service 51 Product registrationicafl
31. if the brake handle has come off the main brake line it can be steered and landed with the rear risers Be aware that when rear riser steering the glider is a great deal more responsive to pilot input and the stall happens very suddenly Further references Rain induced deep stall There are two reasons why flying with a wet wing increases the risk of deep stalling First reason is that the canopy cloth may absorb water making it much heavier and moving the centre of gravity around in unpredictable ways increasing the risk of a stall deep stall The more water a wing can absorb the higher the risk which means that older wings with damaged coating are more 34 Or prone to these deep stalls than new wings It should also be noted that a wing already flying close to the edge due to line shrinkage or other factors will deep stall sooner due to water absorption Second reason has to do with the actual rain drops on the top surface if enough large rain drops form that the entire top surface is covered but they don t join together to either flow off or become a homogenous mass the surface will become so rugged that the airflow separates and the wing stalls This phenomenon has been observed on hang gliders and gliders for years but only recently have we discovered that paragliders may also be affected It is more likely to happen with new wings where the cloth is still highly hydrophobic and the drops thus do
32. ing It is an outstanding opportunity for the pilot to convey the fascination of paragliding to another person but requires the utmost in skill and responsibility on the part of the pilot It is their responsibility to ensure that the flight is a safe and a good one and that the passenger carries with them the memory of a remarkable and enjoyable experience 23 Or Flight practice and safety Both of the following chapters Flight practise and Flight safety describe fundamental aspects of flying paragliders In no way do they substitute proper training nor should any of the content therein be unknown to any pilot who has chosen to fly with passengers Flight practice Pre flight check Make sure whenever you get your UP K2 back from somebody else to check the glider very carefully if you are not the only pilot flying it Ask if there was anything that could have damaged any part of the glider if the pilot has found any part that needs to be replaced or if they noticed any strange flight behaviour Make sure you do the same when you lend your glider to somebody else A thorough pre flight inspection should be performed prior to each flight A careful pre flight check is a must for any and all airplanes also the UP 2 Please apply the same care and attention before EVERY flight Before every launch you should carry out the standard 5 point checking procedure It is a good idea to do the checks following
33. istribution of forces Illustration 7a Correctly positioned karabiners in the tandem spreader bar Illustration 7b Incorrectly placed karabiners Mounting the tandem reserve Always mount the reserve so that unintentional opening by either passenger or pilot is out of the question Please refer to the reserve manufacturers User Manual The reserve bridle should run along the pilots back then follow the T bar 25 Or through the Velcro guide and finally be attached to the main carbines at the main suspension point where the risers are attached Any other mode of attachment will compromise the safety of pilot and passenger in the event of a reserve opening Launching The take off characteristics of the UP K2 are extremely straightforward Only a gentle forward pressure on the A risers is necessary and the glider will inflate evenly and climb above your head The glider has no tendency to hang back behind you or to overshoot over your head With the A risers and the brakes in your hands have another look at your unfolded glider Make sure that you are centrally positioned in the middle of the wing and that the wing is facing into wind The middle of the canopy is marked by the UP logo at the leading edge Inflate the glider with a steady run and remember to position your arms so that they are a continuation of the A risers As the glider comes above your head you should glance up to see that the en
34. l It is important to note the following points e Atthe time of delivery this paraglider conforms the testing criteria of the Luftfahrt Bundesamts LTF 35 03 LTF Luftfahrt Tauglichkeits Forderungen or Flying craft Airworthiness Standard and or the testing criteria for the EN 926 2 Read more about the testing regime in the technical data e This paraglider has been tested according to the German Air Sport rules It is identical to the tested reference sample stored at the testing facility e changes being made outside the permitted range of adjustment invalidate any and all claims under the warranty e Using this paraglider is exclusively at the risk of the user the manufacturer or distributor assumes no responsibility for accidents occurring while using it e Itis assumed that the pilot is in possession of the necessary qualifications and provisions of any relevant laws are observed e When reselling the wing please make sure you also give this manual to the new owner The manual is an integrated part of the paraglider and is required for the wing to keep its certification Development of paragliders Admitted we re proud of our heritage No other company in the free flying world can look back on such an expansive history as we can The UP story started back in 1970 when Pete Brock graduated from the Art Center a world famous school for design and engineering in Pasadena California and prompt
35. launch Many especially children do not fully appreciate the fragility of the lines and cloth It is usually easy to explain this to spectators and parents When folding your wing please make sure that there are no insects caught inside Many insect species contain acids that could damage the cloth Grasshoppers may use their sharp mandibles to attempt to gnaw their way out of a folded canopy making it full of holes in the process Beside they exude a dark and strong colorant that will stain the cloth if grasshoppers are packed inside Shoo them off before packing Note that contrary to popular belief these particular insects are not attracted to any particular colours If the glider gets wet then dry it as soon as possible but not in direct sunlight If you pack you wing away wet it may grow mildewy and if also subjected to heat the fabric fibres may begin to decompose A new wing straight off the shelves is often compressed hard The compression serves to reduce shipping costs but should note be repeated once the wing has been unpacked and flown for the first time Also note that in spite of it being a comfortable seat the glider bag should not be used as such Should you accidentally put your UP K2 into seawater rinse it out thoroughly with fresh water and dry it slowly in the shade see Chapter Cleaning Paraglider lines The lines used on the UP K2 are high grade Dyneema lines from Cousin Trestec Keep th
36. ld be between 10 and 25 degrees Celsius and the relative humidity between 50 and 75 Do not expose your UP 2 to extreme heat storing it the boot of a car parked in the sun The heat may cause moisture to be pressed through the fabric thereby damaging the coating High temperatures in combination with moisture are a particularly volatile mix that will accelerate the hydrolysis process where the fibres and the coating are decomposed Cleaning If you feel it necessary to clean your UP K2 at any time then use lots of lukewarm water and a soft sponge More stubborn stains can be cleaned with a weak soap solution and rinsed thoroughly Then leave it to dry in a shady but well ventilated area BEWARE Never use chemical cleaning agents brushes or hard sponges on the material as these destroy the coating and affect the strength of the cloth The canopy will become porous and will loose structural strength Never attempt to clean your paraglider in a washing machine Even without using detergents the simple mechanical abrasion will quickly finish the canopy and render it useless Also avoid dipping it in a swimming pool the chlorine will damage the cloth If you MUST rinse the parachute f ex following a sea water landing do so with a gentle spray with fresh water Frequent spraying will accelerate the ageing process 38 Or Checks and repairs Paragliding is a wonderful sport flying as free as a bird
37. ly created some of the most legendary race cars ever the Daytona Coupe from General Motors was one and then went on to become fascinated by the emerging sport of hanggliding at that time probably the maddest pastime of them all After founding Ultralite Products he introduces his first wing the Dragonfly and soon the new company becomes known under the UP acronym Pete Brocks spirit survives to this day in everything we do at UP International we still have our very own way of seeing things and designing things Orr This entails building paragliders that are not only as safe as they come they must also meet the very high standards we set ourselves Among these are the continued use of the most advanced technology available both in the designing and manufacturing process but also the feel the handling and the performance of the finished product All this because we re addicted to building wings that will fascinate you A good paraglider is comprised of a number of interacting factors of which looks feel handling and performance are but a few Only when all these come together in the final product can we claim to have built a wing that is homogenous and pleasurable to fly and only then we re happy and ready to introduce our new UP baby to the free flying world Our gliders are developed using state of the art CAD software Our programs allow us to do the initial flight testing in a virtual environment
38. m exposure Also to avoid mechanical abrasion we suggest you lay your wing on the compression sack every time you pack it 36 Or Paraglider fabric We use a top grade polyamide cloth to build our paragliders which has a special protective coating against UV radiation and air permeability The cloth will suffer though if it s exposed to large amounts of UV i e bright sunlight Do not leave your glider lying in the sun for any longer than is absolutely necessary only unpack and rig right before launching and do yourself the favour of repacking right after landing Modern paraglider textiles have improved much in terms of UV durability but UV exposure remains the deciding factor of a paragliders life expectancy First the colours start to fade then the coating and the structural integrity of the synthetic fibres begins to deteriorate On UP gliders the coated side of the cloth is facing inwards This means that the coating is subjected to less mechanical abrasion while the porosity limiting capabilities remain the same When choosing an area to lay out the glider before launching try to find somewhere that is relatively free of stones and sharp rocks Pay particular attention to the top surface where it lies on the ground Never step on your glider stepping on it will weaken the cloth especially if the surface beneath it is hard or contains sharp objects We recommend keeping an eye on spectators on
39. not penetrate but remain on the surface We know from computer simulations and practical tests that this is physically possible but we also suspect that it occurs very seldom in real life flying In both cases the brake line travel becomes very short and even small input may suddenly induce an airflow separation in some cases even a gust or a sudden thermal may change the angle of incidence enough to cause the deep stall If you find yourself flying in unavoidable rain we strongly recommend that you avoid any sudden movements or radical brake line input that you do not pull Big Ears or B stall and that you steer clear of turbulence and avoid a deep flare on landing WARNING Avoid flying in very humid air or in rain A wet canopy may have very unpredictable a radically increased risk of deep stall flying characteristics one of which is Adhesive logos Always make sure that your intended logo will not in any way influence the glider behaviour If in doubt we suggest avoiding the attachment of advertising logos on the wing UP cannot be held responsible for any mishaps caused by intentional after sales changes done to the wing BEWARE Attaching heavy adhesive logos made out of unsuited material to the wing may result in the revocation of the glider certification Overloading The UP 2 is a very strong paraglider and flying all the usual SIV and acro manoeuvres will not normally pose a structural pro
40. o find your own total launch weight is to jump onto your scales with the complete backpack containing all your kit on your back then weighing the passenger and adding the two numbers As with all paragliders when flown heavy the UP K2 will be somewhat faster and more dynamic The UP K2 responds to load changes by flying either marginally faster or slower depending on whether you in or decrease the load The glide ratio in still air is not affected and the minimum sink rate only insignificantly 50 practical familiarity with these manoeuvres is a must Should you not possess these skills we recommend visiting a safety clinic with your new wing Suitability for training The UP 2 is suited for training Recommended weight range The UP K2 should be flown within the stipulated takeoff weight limits found in the Technical data section of this manual The weights mentioned are total 11 Orr Technical Data UP K2 Size 41 Wing area real m 41 8 Wing area projected m 35 3 Wing span real m 14 9 Wing span projected m 11 4 Aspect ratio real 5 3 Aspect ratio projected 3 7 Number of Supported Ribs 36 Number of Cells Top Sail 45 Total line length m 490 Total of lines 250 Line diameters mm 1 1 1 5 1 9 2 1 Weight kg 8 6 kg Trimmspeed km h 39 Maximum Speed gt km h 46 LTF Classification 1 2 LTF take off weight 135 220 Des
41. opy which in our view has the perfect balance of roll dampening and dynamic handling And the landing This was another field where our tandem professionals were enthusiastic The K2 flares beautifully and converts speed into altitude very efficiently This makes it possible to bleed off all excess speed even in zero wind conditions Airfoil Stabilizing System We originally designed the ASS system for our competition gliders where it is used to stabilise and support the leading edge especially at high speeds On the K2 we use the ASS leading edge reinforcement in conjunction with more traditional nose Mylars The ASS is basically a thin nylon batten sewn into the leading edge following the curvature of the important nose region These nylon battens are strong and sturdy and preserve their shape far longer than any nose Mylar reinforcement ever will This means that the K2 will retain its perfect launching characteristics far longer than conventional designs an important factor with commercial tandems that are often packed very fast and not necessarily in the best way to preserve the nose Mylars Should a nose batten against all odds break it is easy to exchange And in case anyone is wondering the collapse behaviour is in no way negatively influenced by the nose battens something that the DHV test reports will confirm Canopy material The UP K2 is constructed from polyamide cloth which is particularly stretch
42. orrectly filled in the form 1st Service Assi Nr Performed date UE r Service jobs undertaken 2nd Service Assi Nr Performed date See r Service jobs undertaken 3rd Service Assignment Nr Stamp Performed date Service jobs undertaken Please verify that your UP Service Centre has correctly filled in the form 4th Service Performed date en ME Service jobs undertaken 5th Service Performed date a AI Service jobs undertaken 6th Service Assignment Nr Stamp Performed date Service jobs undertaken Product registration card Model K2 Size o Serial number Date of purchase First flight Preflown by Owner Name Family name Address Telephone Fax Email Dealer stamp and signature Cut out this card and mail it to UP within 14 days of purchase or register your new UP K2 via www up paragliders com gt Service gt UP gt Product Registration ANVINH39 19778 4 assesjsuyeqyoeznay sjonpoJg eiue UP International GmbH Kreuzeckbahnstrasse 7 Tel 49 0 88 21 730990 info up paragliders com 82467 Garmisch Partenkirchen Fax 49 0 88 21 73099 16 www up paragliders com
43. ortened it is extremely important to avoid the adjustment affecting the glider s trim speed There must always be some slack in the brakes when they are fully released This can be checked with the glider inflated above the pilot s head There should be a noticeable bow in the brake lines and the brakes should be having no effect on the shape of the trailing edge If the brake lines are to be lengthened it is important to ensure that the pilot can still stall the canopy i e during extreme manoeuvres or landing without the need to take wraps If you do feel the need to change the brake line lengths do so a little 3 4cm at a time and preferably whilst at an easy training slope Check especially that both lines are the same length as any asymmetry will lead to tiring and possible dangerous flying characteristics If you have any questions or concerns with reference to the brake line lengths then seek advice from either your UP dealer or directly from UP International To tie the brake line onto the brake handle use one of the following knots The simple fisherman s knot or the Bowline as shown in illustration 5 and 6 These knots guarantee the least amount of line weakening BEWARE Loose or incorrect brake knots can cause serious accidents through loss of the steering of the glider 20 Illustration 5 and 6 Fishermans and bowline knots Or Suitable harnesses Any harness with hang points ne
44. places Thermals and Turbulence In turbulent air the UP K2 should be flown with a little brake to increase the angle of attack and provide greater stability While flying in strong or broken thermals it is important that you concentrate on keeping the wing centrally above your head Do this by allowing the glider to fly faster while entering a thermal and by dampening the surge of the canopy while exiting the thermal by braking gently Flying fast is useful for getting through sink or when flying into a headwind The UP K2 possesses a high inherent stability due to its construction and design however an active flying style in turbulence will help increase safety by preventing unnecessary collapses and deformation of the canopy Getting down fast All rapid descent manoeuvres should be practiced initially in smooth conditions with plenty of altitude before you need to use them real It is important to distinguish between the three techniques and to know the merits of each You should inform your passenger before the flight about all planned manoeuvres WARNING All other manoeuvres such as full stalls and spins should be avoided as fast descent techniques They are not very efficient and incorrect recovery can have dangerous consequences as with any paraglider 29 4 2 gt Steep Spiral Dive A maximum sink rate of over 15 meters per second can be achieved in a steep spiral dive
45. rade attained in any of the tests Target group and recommended flying experience Thermal and XC pilots flying regularly and possessing advanced flying skills We think a minimum of 20 30 hours of airtime year is a sensible limit to set Necessary skills for normal flights Due to the somewhat shorter brake line travel the reduced roll dampening and the dynamic handling the flying and handling behaviour of paragliders in this class requires advanced 10 Orr precise skills along with the ability to fly instinctively and intuitively Necessary skills for dealing with disturbances The glider behaviour in connection with disturbances requires somewhat higher skills than what is the case on LTF 1 wings The pilot must possess a certain amount of automated reactions and be able to react quickly to incidents We recommend making sure that you have the skills to sense disturbances before they happen and to deal with them correctly once they do Of particular importance here are adequate skills for dealing with asymmetrical or frontal collapses Should you not feel fully up to the task we recommend visiting a safety clinic with your new wing Necessary skills for dealing with rapid descent methods Flight manoeuvres like spiral dives and B line stalls pose higher demands on the pilot than on lower rated wings Good launch values including glider pilot passenger harness all clothing etc The easiest way t
46. recognize the symptoms of a glider about to stall or spin so that you can take correct action to avoid it happening Deep Stall The UP 2 has no inherent tendency towards deep stall It will recover from a deep stall brought about by over braking by pulling on the rear risers or by releasing the B risers too slowly after a B stall on its own without any pilot input as soon as the brakes or the risers are released Should you however find yourself in a deep stall as described above this could happen through flying too light on the wing and pulling big ears the situation can be rectified by simultaneously pushing both A risers forward until the glider resumes normal flight Avoid applying brake to one side if you think that you are in a deep stall as this could lead to a spin Always remember that practicing manoeuvres where you fly close to minimum airspeed must only be carried out under professional supervision and with plenty of altitude Full Stall Full stalling the glider is only really sensible and useful during the landing When landing the pilot consciously stalls the wing by applying both brakes 100 just before touching down The canopy falls behind the pilot and empties itself When the glider is tested before the release it is put through the same motions but at greater altitude First it is slowed down to minimum airspeed then the airflow along the top of the wing breaks away and the wing falls back
47. resistant and durable and is specially treated for maximum UV resistance After an extensive series of tests and years of practical experience we have found that the best material is a high tenacity polyamide New Sky Tex from Porcher Sport France with the Designation 9092 E85A top surface cloth weight 45 g m 9017 E38A bottom surface cloth weight 40 g m and 9017 E29A not supported ribs cloth weight 40 g m This material consistently exhibits excellent air permeability and has a remarkably good colourfastness with the latest PU coating Line material The UP K2 uses sheathed Dyneema lines from Cousin Trestec with the following diameters 1 1 1 5 1 9 and 2 1 millimetre These lines are constructed using a special pre stretched Dyneema and have a significantly higher breaking strength compared to the customary Aramid core lines Furthermore they are far less susceptible to weakening through kinks than any of the Aramid lines we have tested And finally this new line shows much less tendency towards stretching than any other Dyneema lines This is of great importance in order to avoid adversely influencing the flight characteristics through uneven stretching across the span of your new wing 14 4 2 gt Line system The entire line system is formed from individual lines which are sewn and looped at both ends The single line levels are connected over a special hoop technology handshake
48. rter to do this To perform your own airworthiness check UP International must give you a briefing This briefing could be done after an agreement with UP International and is only valid for the UP K2 The owner gets the so called Nachpr fanweisung after completing a successful checking at UP International Should the owner decide to check the wing by himself or employ a 3 party to do so they must make sure that UP s guidelines are adhered to Failing to do so will void the certification DHV and UP International highly recommend that you let the manufacturer importer or a DHV accepted service company do the check of airworthiness Packing and checking of the rescue system Only by regularly having your rescue parachute repacked can you guarantee its flawless operation As with the glider the rescue parachute should be examined every 2 years by either the manufacturer or an Authorised Service Centre We offer a certified service for re packing checking and installing the parachute into your harness We will also carry 40 4 2 gt out any repairs necessary all fully guaranteed Sending the UP glider and other UP products The best way to send your paraglider rescue parachute harness etc to our service team is in a stable box via post or UPS Enclose a note of what requires doing 2 Year Check repair repack etc and also your daytime contact details We will return your equipment either by pos
49. sink rate and handling But at the same time it has also led to a requirement on behalf of the pilot for accurate sensitive control and an acute anticipation of possible flying conditions Any glider whether beginner or competition class may collapse in turbulent conditions and you must be able to react accordingly Today you have a wide choice between different gliders in the UP range The main difference between the gliders is in the stability that each class offers Beginner wings react to turbulence less dramatically and are more forgiving when compared to top performance gliders which have more sensitive but less forgiving handling Making the correct decision when choosing a new glider is most important you should critically examine your flying and your level of knowledge A safe and efficient way to get used to your new paraglider is by practicing your ground handling skills We suggest finding a suitable area like a playing field and with light to medium wind it is quite easy to practice inflating the glider and feel the reaction to brake input b line stall collapses etc Before takeoff and whilst flying it is very important to anticipate any likely turbulence and fly accordingly Look well ahead and as well as looking for areas of likely lift try and predict and avoid areas of sink and rough air If you do find yourself in turbulence then look for the cause and adjust your flight plan to avoid other similar
50. ssssssssssssees 12 CONSTRUCTION mM 13 A NOW o m 13 Airfoil Stabilizing System 14 CANOPY MATERIAL tete spin ebbe tee eek pna cessed encedavacecdedendacceavieecdes 14 55 14 LINE SweTEM 15 heefeg 15 THE T BAR SUSPENSION SYSTEM sssssccccccccessseeeeccecceaessecceseeesenseeceeeeeeeceeanseteeeteneeans 17 UP BAGKPAGK dS 18 Adjustment of the 19 PACKING THOS Hn 19 BEFORE THE FIRST FLIGHT 20 ADJUSTMENTS 00cceccccccccesssseeececcccesesseceeeeecceasesceeeseeeeaanssecesetsneuanscecesersuaeanecesesetsuaeens 20 Position of the brakes 20 SUITABLE 55 5 21 SUITABLE HARNESSES secs cota coe u Sede eere selected ER ERE tee Pe Ferne rer 22 RESCUE Sven 22 USE OF THE 22 ele te 22 MOTORISED DApAGLUDING 22 FLYING WITH PASSENGER WEE 22 FLIGHT PRACTICE AND uva vu aa du casa as du vasa aa cu cu a adu rau rd rare 24 FLIGHT PRACTICE
51. sure that your UP K2 maintains its very high inherent performance and safety we highly recommend that you employ UP or a UP affiliate with any repairs or maintenance Our service staff is trained and skilled and knows the UP wings better than anyone UP Warranty Conditions and extent of the UP International Warranty can be found in the following pages For further information please ask UP International directly or you local representative The UP importer in your country is always delighted to clear any questions with you National warranty conditions In some countries the local laws stipulate different warranty rules than those outlined here Please note that these local rules only apply in the country where you have purchased your wing Information about local rules and conditions are available from your local dealer International UP warranty Warranty conditions The international UP warranty covers material and workmanship faults and is valid for 24 months from the delivery date Outside of Germany and Austria 39 Or UP approved service centres may perform these checks The UP warranty covers the cost of materials and workmanship on gliders accepted by UP to fall under the warranty The UP warranty does not cover damage caused by accidents or by changes made to the glider Likewise parts that are damaged due to normal wear and tear are exempt from warranty coverage Fabric colour changes that do
52. t or UPS Please indicate preferred method of payment either bank cheque or C o d Should you require any further information about the services we offer please contact us at the address and phone number below We are also able to give you information about your nearest Authorised Service Centre as well as other manufacturers who are authorised to check and repair UP gliders and equipment UP International GmbH Abteilung Service KreuzeckbahnstraBe 7 D 82467 Garmisch Partenkirchen Email service up europe com Fon 49 0 88 21 7 30 99 19 Fax 49 0 88 21 730 99 16 UP Homepage The UP Homepage gives you information about the latest news and products from UP You will find any technical information and accessories for your UP K2 as well as many useful things that are necessary for flying Beside paragliders harnesses and flying equipment you will also find the new Skywear collection with the latest flying garments and the News section which will keep you updated with all activities around UP www up paragliders com 41 Or Some final words With paragliding a fundamental new air sport has emerged one that makes independent flight possible for almost everybody The technical simplicity the mobility of the wing and the ease of learning the basic flight techniques have all combined to make paragliding appear simple and straightforward As long as you fly with the necessary respect for t
53. tate the use of Big Ears we have equipped the A risers on the UP K2 with a set of small risers that are used to pull in the outer A lines see Illustration 2 We have completely re engineered the whole riser system and added a set of trimmers on the rear risers Through the opening of the trimmers the angle of attack can be reduced allowing better penetration in a headwind better launching and climbing when towing higher sinking when flying with Big Ears and higher speed when flying with a light passenger The most important changes in the riser department are e Separate A3 riser for easy application of big ears e Triple purchase trimmers for very light and comfortable speed adjustments e Optimised layout for improved glide at all speeds 15 Or D C Stabi Illustration 2a UP K2 riser Or The T bar suspension system This A shaped suspension system allows pilot and passenger to be suspended with a little distance between them An approximately 32 cm long aluminium rod sewn into the webbing ensures a comfortable and tire free position for both even for longer flights In order to fulfil as many different demands to the overall operation of the tandem we also redesigned the spreader bars Thanks to a Velcro closure the actual aluminium rods may be extracted so that the pilot has a multitude of different options when hooking in When the aluminium rod is removed the pilot and passenger hang
54. this is a situation where all paragliders react very dynamically It is often followed by very large dynamic asymmetric collapses that must be dealt with correctly to avoid dangerous situations Spin The negative spin occurs when one side of the wing is stalled whilst the other is still flying This can happen when if flying very slowly one brake is pulled quickly to below the seat When the glider starts to spin it will turn quickly around the vertical axis with the stalled side flying backwards To recover from a spin simply release the brake on the stalled side The glider will immediately speed up and most likely suffer an asymmetric collapse Recover as described above If you suspect that a spin is imminent then immediately release the inside brake The glider will accelerate smoothly and resume normal flight with little altitude loss Wingovers Wingovers are induced by flying alternating turns each time letting the pendulum effect increase the bank angle BEWARE The UP 2 is a agile glider and it is quite easy to get to an excessively high angle of bank in just a few turns Practice wingovers gently at first as there is a chance of quite large collapses at high bank angles Also notice that a wingover flown with more than 90 degrees bank angle is classified as illegal aerobatics in some countries Emergency Steering If for some reason the UP K2 cannot be controlled with the brakes for example
55. tire canopy is inflated and flying The UP K2 has a low surge tendency so there is usually no necessity to brake to stop the glider from over flying you Directional control should only be attempted when the glider is above your head Excessive braking will cause the wing to drop back Only after checking that the wing is properly inflated do you apply slight brake pressure and accelerate rapidly down the hill After a few steps you will reach flying speed and become airborne Speed control Using the brakes The UP K2 has a wide useable speed range coupled with excellent stability at all speeds The speed can be set with the brakes to optimise performance in any situation Maximum glide speed is achieved with the brakes released completely whereas minimum sink speed is with approximately 15 20cm of brake applied Further braking will not improve the sink rate but the brake pressure increases noticeably as the glider reaches minimum speed BEWARE Flying close to the stall point is very dangerous and should be avoided At speeds below minimum sink the danger of entering an unintentional stall or spin is increased dramatically Using the trimmers The UP K2 comes equipped with trimmers on the C D risers The trimmers are operated via the Kamet buckles on the D risers This trim system allows an airspeed increase of 4 to 7 km h Open trimmers and the resulting increased airspeed are suitable for flying in
56. ve concerning the glider This is only possible once we have received your product registration either through completing and sending the attached product registration card or by doing the same Online via www up paragliders com gt service gt product registration Your completed product registration is also needed should any warranty issues arise If you have any questions regarding your paraglider or auxiliary equipment please ask your local dealer or feel free to contact us here at UP directly Have fun with your new UP K2 Your UP International Team OF Safety instructions BEWARE Paragliding is an extremely demanding sport requiring the highest levels of attention judgment maturity and self discipline Due to the inherent risks in flying this or any paraglider no warranty of any kind can be made against accidents injury equipment failure and or death This glider is not covered by product liability insurance Do not fly it unless you are personally willing to assume all risks inherent in the sport of paragliding and all responsibility for any property damage injury or death which may result from use of this paraglider Please read this owner s manual thoroughly before your first flight with the UP 2 so that you are fully acquainted with your new glider This manual gives you information on the entire specific and general flying characteristics of the UP K2 but it does not replace attending a paragliding schoo
57. where we can simulate a great many things before even assembling the first prototypes Once we re happy with the new prototypes behaviour in the virtual environment the program generates the templates after which the glider is sewn When a new prototype arrives from our proto building experts everyone at UP is excited about the prospects of trying it out in real life The practical tests may show that further modifications are needed these may be carried out on the existing wing or a new prototype is built with the mods already incorporated In exceptional cases this may continue through several prototypes for only when we re 100 satisfied do we submit our new wing to testing by the DHV We owe it to our customers and to our own heritage to be particular about which products earn the UP badge Technical description The UP K2 was developed by UP to satisfy the demand from tandem pilots for a fast and secure tandem paraglider with outstanding take off attributes and easy handling As with all UP products the materials used have been carefully chosen for their outstanding quality and strength to guarantee a long and trouble free service life Further construction details including line lengths are included in the certification specification sheets which form part of this manual Any technical changes will appear in the appendix Certification class The final LTF note of 1 2 was awarded based on the poorest g
58. will turn very tight To do this apply some brake input on both sides then release the outside brake whilst applying further brake on the inside this will reduce turning radius to a minimum When brake input is increased beyond approximately 50 on one side the UP K2 begins a fast and steep turn which can be made into a steep spiral refer to chapter heading steep spiral Landing The UP 2 is easy to land While pointing into the wind the pilot should fly the wing fast until approximately one meter above the ground and then apply both brakes completely When landing in stronger wind less brake is required Landing from steep turns should be avoided due to the risk of an uncontrolled pendulum reaction Winch towing The UP K2 tows easily There are no special techniques that need to be employed but consideration should be given to the following points e makes sense to open the trimmers for towing Doing this reduces the angle of attack during the tow so that the glider flies more above the pilots as opposed to hanging back It also makes inflating the glider easier e Especially when you are towing at an unknown field make sure that you are fully aware of any local conditions and peculiarities Ask the local pilots if you are at all unsure During the launch ensure that the glider is completely inflated and over your head before giving the start towing signal If the glider is not c
59. y it is possible although highly unlikely that a wingtip gets caught in the lines following a collapse Should this happen the pilot should attempt to maintain heading by weight shifting to the opposite side and carefully braking that same side A big earnest pump with the brake on the afflicted side should clear the cravatte If this fails all UP wings have a separate stabilo line going from the C riser to the stabile a pull on this line will clear even stubborn cravattes 32 Or Full frontal collapse A negative angle of attack occurring through turbulence or from simultaneously pulling down both A risers results in a full frontal collapse of the leading edge of the canopy The UP K2 will normally reinflate quickly on its own but can be assisted through the application of a light double sided symmetrical brake input The stalls When a paraglider flies through the air a laminar and a turbulent airflow forms around the surface of the wing When the laminar airflow along the top surface is interrupted dangerous flight configurations follow we say that the wing stalls This is most often the consequence of attempting to fly with too high angle of attack In more detail we differ between three different forms of stall BEWARE Spin and full stall are both dangerous and somewhat unpredictable manoeuvres Do not stall or spin your paraglider on purpose However it is very important to learn how to
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