Operating instructions UP Blues
Contents
1. Ve NA AI EIE TS Operating instructions UP Blues Operating instructions Version 2 0 Validly from model 1998 As of October 10 1998 The data and statements contained vvithin 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 vvithout explicit vvritten permission from Ultralite Products Europe The providing of this book gives no claim to the therein contained trade marks brand names and trade names as well as other mental ovvner 1995 1998 by Ultralite Products Europe Table of contents WELCOME IN THE TEAM sesse esse esse esse esse ee see ese ee ees ee see ese SAFETY 108 DEVELOPMENT OF PARAGLIDERS AT UP TECHNICAL ee ee ee ee Ee TECHNICAL sesse ee ee ee ee ee ee ee ee ee RE ee ee ee ien CANOPY esse ee ese ee ee ee ee ee ee ee ee RR Ee ee ee ee ee rr nen CONSTRUCTION OF THE CANOYY LINE MATERIAL sans UP BACKPACK AR EE ske Brr Adjustment of the backpack sss eee Suggestion of packing iese ee ee ee ee ee BEFORE THE FIRST FLIGHT ADIUSTMENTS iss EE EE sites Position o2. L e If the Blues is flown at the lower end of the take off weight range it is possible that it could enter a deep stall if the ears are in and you apply a lot of brake If this should happen then recovery will normally be automatic on release of the brake Refer to the Deep Stall section for correct recovery Extreme flight manoeuvres Behaviour in extreme flying conditions Although the Blues is an extremely stable design it is possible that it could enter an extreme flying attitude due to either rough turbulence or pilot error or more likely a combination of the two The very best preparation for this is to attend a safety training course Extreme flight manoeuvres should only be executed in smooth conditions at sufficient height and with professional instruction t is recommended that they only be practiced over water and of course with a reserve parachute attached The manoeuvres described on the following pages can be caused either intentionally through flying in turbulence or through pilot error All these manoeuvres are potentially dangerous if you plan to do them intentionally then ensure you know exactly what you are doing Do not fly in conditions where they might happen unintentionally Warning Incorrect recovery from any of these manoeuvres can lead to unrecoverable problems Collapses Although the Blues is very stable it like any other paraglider can suffer vving tip closures in turbulent
3. ground Do not try to climb steeply during the first part of the tow Good airspeed is essential e Do not use a tow line tension greater than 90 daN at any time during the tow All persons involved with the winching 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 Flight safety The development of high performance paragliders from square parachutes has led to a vast improvements in speed 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 can 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 differences between the gliders is in the stability which each offers Beginner wings react to turbulence less dramatically and allow inaccurate flying 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 It is a good idea to practice ground handling to get used to your new paraglider If you can find a suitable area like a playing fiel
4. 1 Unpack your glider in a semi circular shape This shape insures 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 2 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 is extremely dangerous It is also important that the brake lines are free and not caught up 3 You should check that you have put the harness on correctly and ensure that both leg straps and the chest strap are closed and adjusted Also e 15 2 check the rescue system pins and deployment handle 4 5 Directly before the launch you should once again check the wind direction and air space for other paragliders Take Off The take off characteristics of the Blues are extremely straight forward 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 nor 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 mar
5. UP Blues serial number bought at that at Blues flown in from My current flight practice hours Paragliding learned at that at 995 WE 1 28 4 e 61 4000 edoin g AN Standard Einweisungskontrollblatt f r neu gekaufte Schirme 2 4 K ufer Name Vorname Adresse Befahigungsnachweis Nr 1 neuer Gleitschirm Typ L Bisherige Anzahl Fl ge Seriennummer des Schirms Folgende bungen sollten am Ubungshang unter Aufsicht absolviert werden Auslegen und Sortieren der Leinen LJ Durchf hren mehrerer Starts Aufziehte chnik vorw rts und r ckw rts 1 Laufen mit gebremstem Schirm Aufziehen mit schlecht ausgelegtem Schirm 1 Slalomlaufen l Bodenwellenlaufen sofern m glich LJ 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 Flugzustande k nnen dadurch reduziert bzw wesentlich besser beherrscht werden Folgende Man ver sollten wahrend H henfl gen unter Aufsicht mit Funk mit dem neuen Gleitschirm absolviert werden Ubungen Einweisungen Schnelle Kurvenwechsel Einweisung in das Beschleunigungssystem Enge Vollkreise in beide Richtungen Seitliches Einklappen mit Kurs halten Steilspirale Eventuellen Sackflug richtig ausleiten B Leinen Stall Ohre
6. ribs 22 No of cells upper sail 63 Average line length 6 11 m Total line length 283 m Total number of lines 142 Line diameters mm 1 17 1 7 2 15 Certification AFNOR Performance Take off weight AFNOR 55 70 daN Certification DHV accelerated not accel Take off weight Blues S 25 5 m 23 5 m 11 63 m 10 34 m 5 29 4 55 22 63 6 62 m 325m 142 Performance 65 85 daN 2 2 65 85 daN Blues M 28 1 m 25 9 m 12 20 m 10 85 m 5 29 4 55 22 63 7 19 m 355 m 142 Performance 80 105 daN 2 2 80 105 daN Blues L 30 5 m 28 1 m 12 71m 11 30 m 5 29 4 55 22 63 7 80 m 370 m 142 Performance 95 120 daN 2 2 95 120 daN 57 2 e 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 Canopy material The Blues is constructed from nylon cloth which is particularly stretch 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 medium tenacity nylon from Carrington GB with the designation N1097 upper and lower surface cloth weight 46 g mm and N1099 ribs and V ribs cloth weight 48 g mm This material exhibits consistently excellent air permeability and has a remarkably good colour fastness with the
7. system vvhich is activated by a foot stirrup Full application increases the speed by approximately 8 10 km h In certain circumstances the use of the speed system is extremely effective and it should be an integral part of your flying The speed system should be used when you are trying to get away from sinking air trying to achieve best glide in a headwind or trying to cover the ground as quickly as possible But it is important to remember that the glider will be more susceptible to collapses at high speed so the speed system should not be used in extreme turbulence If with the speed system applied a collapse occurs then it should be released immediately Some warning of an imminent collapse is afforded by the tension felt in the speed system should the tension suddenly reduce then the stirrup should be released and the glider returned to normal trim speed Warning All extreme flight situations such as collapses happen more dramatically at increased speed Therefore the speed system should not be operated low to the ground or in noticeable turbulence Turning The Blues is an agile glider and reacts immediately to pilot input Hovvever the requirement from intermediate pilots for forgiving handling have been incorporated as much as possible for a DHV 2 glider By using weight shift and slight braking the Blues will make flat turns with minimum loss of altitude Increasing the amount of brake pressure decreases the turn
8. MINATION REPAIRS AND FURTHER REFERENCES ET ER EA OE EE EE ED 42 EXAMINATION AND REPAIRS 42 FURTHER REFERENCES s 43 SOME FINAL WORDS 44 45 Welcome in the team Congratulations on the purchase of your new UP paraglider With the UP Blues you have chosen a paraglider which represents the maximum safety performance and quality in our sport Please take a little time to fill in and send the reply card contained within 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 Blues We would also be delighted to hear any feedback you have concerning the glider It is only through this feedback that we can continue to develop world class paragliders that appeal to the majority of pilots If you have any questions regarding your paraglider or ancillary equipment please ask your local dealer If he is unable to help you then feel free to contact us here at UP directly Your UP Europe team Safety instructions Paragliding is an extremely demanding sport requiring exceptional levels of attention judgement maturity and self discipline Due to the inherent risks in flying this or any paraglider
9. achable hip belt Hip belt stabilization straps Illustration 2 UP Backpack Adjustment of the backpack When fully loaded all compression straps should be tightened to secure the load into the pack All carrying straps should be set fully loose and the pack put on your back The hip belt should be fastened and tightened so it rests approximately in the middle of the hip Any slack should be taken out of the shoulder straps although they don t want to be over tightened and the chest strap should be done up The load 2 II control straps at the shoulders and hip can now be tightened to achieve the desired stability Suggestion of packing The load should be arranged in the pack as in the diagram below with the heaviest weight closest to the shoulders Try to avoid having heavy objects either too low in the pack or too far behind the shoulders Medium weight items should be packed high and only lightweight items in the base and outside pockets Illustration 3 Best distribution of the load for the UP Backpack Before the first flight Adjustments The UP Blues has undergone a extensive development programme 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 Europe the Blues is manufactured to the highest quality and precision The line lengths of each glider are indi
10. conditions Normally closures will re inflate very quickly without pilot input Asymmetric collapses The Blues belongs to the new generation of paragliders that as well as having very good performance also exhibit a high degree of stability Should the glider suffer a wing tip closure then it will only turn slowly giving plenty of time for corrective action In the event of a asymmetric collapse it is best to stop the turn by opposite weight shift and 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 Should the Blues suffer an extensive closure then be careful not to apply the opposite brake too much or too quickly This can lead to the canopy entering a stall before it fully reopens Symmetric collapses Should the Blues suffer a symmetric collapse due to a negative angle of attack causes either by turbulence or pulling down on the A risers then it will re inflate both quickly and independently Application of both brakes together will speed up re inflation Kinds of stalls The air flovv around the vving for the paraglider is mostly laminar in normal flight If the laminar flow is lost over the top surface by wha
11. d and a little wind it s quite easy to practice inflating the glider and feeling the reaction to brake input Before take off and whilst flying it is very important to try 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 places Thermals and Turbulence In turbulent air the Blues should be flown with a little brake to increase the angle of attack and provide greater stability VVhile flying in strong or broken thermals it is important that you concentrate on keeping the vving centrally above your head Do this by letting the glider fly fast while entering a thermal and by braking the surge of the canopy while exiting the thermal The UP Blues possesses high 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 glider Rapid loss of altitude All rapid descent manoeuvres should be practised initially in smooth conditions with plenty of height before you need to use them or real It is important to distinguish between the three techniques and to know the merits of each Warning All other manoeuvres such as full stalls and spins should be avoided as fast desc
12. d 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 Blues SEE YOU UP IN THE SKY Your UP Europe Team from Helmut Reichmann from the book Streckensegelflug 4 Aftachments Line Layout Pan 48 eed ie MAREE EA OE N 50 Check sheet ees ees ee ee ee ee ee ee ee Ee ee ee 52 Line Layout Plan u u 62 o C4 UP Blues Leinenplan Line Layout Plan Reply card Detach card along the perforation and send it to UP Europel Name First name Address Fon Fax Email
13. een 15 and 20cm The first few centimetres of travel is quite hard but as the glider settles into the stall so the effort becomes less The glider will drop back a little as it stalls and then centralise over your head With 20cm or so of pull a sink rate of up to 8 m s can be achieved With less pull so you will get a decrease in sink rate Pulling down more than 20cm is not recommended as the paraglider will get into a more unstable flight position To recover from a B line stall let up both B risers simultaneously and quickly The glider will drive forwards slightly as it regains forward speed so be ready to damp this out If you release the B risers slowly there is a danger that the glider might enter a deep stall The glider will recover with no pilot input almost always from a deep stall but refer to the Deep Stall section for correct recovery Big Ears To pull the ears in reach up and get hold of outermost A line on both front risers and pull them down simultaneously by about 50cm until the tips collapse Keep these two lines in your hands to prevent the wing re inflating and use weight shift for steering The sink rate will increase with big ears to about 3 to 5 m s but the forward speed will not increase To re inflate the tips release the A lines and if necessary pump the brakes gently Do not fly either big wing overs or steep spirals with the ears in to avoid the possibility of overloading the wing 557
14. ent techniques as incorrect recovery as with any paraglider can have dangerous consequences Steep Spiral Dive A maximum sink rate of over 15 m s can be achieved in a steep spiral dive but it is advisable to build up gradually to these values when you first practice spiralling Getting the Blues 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 then there is the danger of entering 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 stabilise 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 Be prepared for the glider to climb a little and to damp out the subsequent dive Be warned that you can pull considerable G forces in a spiral high loading for both you and the glider Warning Never pull Big Ears in a spiral dive as it s relatively easy to overload of 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 betw
15. f the brakes Speed 8 ee ee ee ee Re ee ee ee enn SPEED CONTROL sessie gese eed gee Ee de ed ge be See gek sege Using the brak Sisauna Using the Speed 8 eee 6 WINCH TOWING nasse 30 FLIGHT SAPFETY 31 THERMALS AND TURBULENCK 32 RAPID LOSS OF ALTITUDE 32 Steep Spiral Dive s ses ee ee 33 B Line St lls a nc n al m as l s Gee Ee 34 BiG A EL 34 EXTREME FLIGHT MANOEUVRES 36 BEHAVIOUR IN EXTREME FLYING CONDITIONS 36 GOLLABSES ans s aaa E dE sus RSS 37 Asymmetric collapses s s 37 Symmetric collapses ere ee ee 37 KINDS OF STALE S monere Ge ee ee Ge Ge ee Ge ee Se ee ee og oe ee 38 Parachutal or Deep stall 38 Full stall ies EE EE GE GE Ge GE Ge 38 MY EE EE EER N 39 WING OVER ee Ee De Se SG d ee Ge Ge 40 EMERGENCY 1 ees see ee see ee ee ee ee ee ee ee ee ee ee ee ee 40 MAINTENANCE AND 8 41 TAKING CARE OF YOUR PARAGLIDER 41 5 7 VINE OE N RE OE skinn 42 EXA
16. ked by the Blues 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 entire canopy is inflated and flying The Blues 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 After checking that the wing is properly inflated you should 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 Blues has a vvide 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 20 to 25cm of brake applied Further braking will not improve the sink rate but the brake pressure increases noticeably as the glider reaches minimum speed Warning 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 Speed System The Blues is supplied vvith a speed
17. l flight with little altitude loss Wing over Wing overs are performed by flying alternating turns each time letting the pendulum effect increase the angle of bank Warning The Blues is a very manoeuvrable glider and it is quite easy to get to an excessively high angle of bank in just a few turns Practice wing overs gently at first as there is a chance of quite large closures at high bank angles A wing over of more than 60 degrees bank angle is classed as illegal aerobatics Emergency Steering If for some reason the Blues cannot be controlled with the brakes then 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 break is very sudden Maintenance and repairs 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 UP use a top grade nylon 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 Don t leave your glider lying in the sun for any longer than is absolutely necessary Also if it gets wet then dry it as soon as possible but no
18. latest PU coating Construction of the canopy The canopy of the UP Blues is composed of 63 cells and 61 profile ribs For the first time the V rib concept first developed for the UP CAB tandem has been used in an intermediate glider From the underside of the suspended ribs ribs with lines attachment points 2 additional V ribs go to the upper side of the neighbouring ribs see illustration With this system it has been possible to both increase the smoothness of the overall profile whilst at the same time reducing the total line length This has increased the performance to near that of a competition paraglider without any decease in safety Line material In the Blues we use 1 1 1 7 and 2 15 mm Cousin Freres Technora lines These lines are composed of a specially woven Co Aramid kernel and display a extremely high tensile strength Furthermore tests have shown that these lines are much less sensitive to bending loads and display a better stability at extension than Co Aramid lines This stability in the lines guarantees that there is no change in the glider s characteristics in it s first few hours of flying the time during which the lines are first exposed to flight loads Line attachment points The entire line system is formed from individual lines which are sewn and looped at both ends The lines of each wing consist of four groups A Lines A1 A3 B Lines B1 B3 C Lines C1 C3 CS D Lines D1 D3 Brake Li
19. lling into the sail After the initial phase the glider will once again be above your head but the tips will be thrashing wildly You will have to hold against this until it is safe to recover Before recovery the glider will need to be central over your head Best technique at this point is to release both brakes slowly and symmetrically until the glider is completely open If at any time the canopy dives in front of you then release both brakes immediately If the canopy opens symmetrically then it will dive slightly but shouldn t tuck But be ready both to damp the dive and counter any asymmetric closures An asymmetric recovery from full stall is only attempted by test pilots during certification flights This manoeuvre should not be attempted at any time There is a high chance of getting an unrecoverable cravat during this manoeuvre The negative spin occurs when one side of the wing is stalled This can happen when if flying very slowly one brake in applied fully quickly When it starts to spin the glider will turn extremely quickly around the vertical axis with the stalled side flying backwards To recover from a spin simple release the brake on the stalled side The glider will immediately speed up and most likely suffer an asymmetric closure Recover as above 577 X0 2 e f you suspect that a spin is imminent then immediately release the inside brake The glider will accelerate smoothly and resume norma
20. ls of any sort petrol perhaps Examination repairs and further references Examination and repairs You should get your Blues examined and serviced every two years or 300 hours whichever is the least This service should be carried out by the manufacturer or the importer We will happily service the glider more often if you feel that it is necessary Repairs to your paraglider should only be carried out by an authorised centre For information about your closest one please contact UP Europe Further references e Be careful if you plan to stick any large logos onto your glider especially those made from heavy self adhesive cloth Such logos can invalidate the certification and also change the characteristics of the wing If you are in any doubt don t stick anything on the wing without seeking expert advice e UP cannot take any responsibility if the glider is changed in any way f the glider is often flown near the sea or in salty air then it can age prematurely In this case make sure that you get it serviced more often flying Some final vvords VVith paragliding a fundamental nevv air sport has emerged one which makes independent flight possible for almost everybody The technical simplicity the mobility of the vving and the ease of learning the basic flight techniques have made paragliding appear simple and straight forward As long as you fly with the necessary respect for the demands an
21. n anlegen Diese bungen d rfen nur mit einem Rettungsgerat erfolgen In Thermik und Turbulenzen k nnen alle diese Flugzustande pl tzlich auftreten und es dient der eigenen Sicherheit diese mit jedem Schirm neu zu erfliegen Diese Ubungen ersetzen nicht ein Sicherheitstraining dessen Besuch wir jedem Piloten im Interesse seiner eigenen Sicherheit empfehlen Deine Flugschule kann Dir dies sicher bestatigen Wir best tigen da oben genannter Gleitschirm von uns testgeflogen wurde und die aufgef hrten Man ver vom Kaufer beherrscht werden Unterschrift Fluglehrer Unterschrift Kaufer Ort Datum Dieses Formular verbleibt w hrend 2 Jahren bei Ihrer Flugschule U P EU ROPE Altfoch 19A D 82431 KOCHEL A SEE PHONE 49 8851 92920 FAX 49 8851 929260 WWW UP EUROPE DE
22. nes F1 F3 The brake lines are collected at one main control line per side The lines are colour coded for easy identification and handling The control line goes through a pulley attached to the D Riser Control lines are 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 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 vvell as in flight for B Stall During normal flight all risers are 550mm in length As the accelerator is activated so it shortens the effective length of at first just the A riser After 20mm of travel the A and B risers are then shortened together by further application of the accelerator and the C riser by half this amount The largest change in the angle of attack is reached when the speed system pulleys are pulled together The A riser then has an effective length of 410 mm the B riser of 430 mm and the C riser of 490 mm Throughout the entire acceleration the length of the D risers remains constant B Riser C Riser D Riser Pully for main brake line Accelerator I Main Loop Illustration 1 Blues Riser UP Backpack At UP ou
23. 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 willing to assume personally 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 comprehensively before your first flight with the UP Blues so that you are fully acquainted with your new glider This manual gives you information on all important flying characteristics of the Blues but it does not replace attending a paragliding school It is important to note the following points e at the time of delivery the Blues conforms to German Hang Gliding Association DHV and or AFNOR SHV and ACPUL requirements see certification information later in this manual e any change outside the permissible range of adjustment invalidates any and all claims under the guarantee e the use of this paraglider is exclusively at the risk of the user e no responsibility can be taken by the manufacturer or distributor e it is assumed that the pilot is in possession of the necessary qualifications and provisions of any relevant lavvs are observed 57 2 e Development of paragliders at UP UP Europe can look back on an extremely successful history in the development of hang gliders and paragliders The development of a new glide
24. off it is advisable to fix the accelerator stirrup underneath the harness to avoid any danger of tripping over it UP harnesses have two elastic loops to facilitate this Carabiner for combination betvveen foot bar and riser Rope of speed system Pulley roller Eyelets Foot bar Elastic loops to fastened the foot bar Hlustration 6 Components of the foot accelerator and the rope course Harness Any harnesses with hang points near chest height is suitable for use with the Blues The lower the hang point of the harness the better the pilot can steer by weight shift A DHV or ACPUL certified harness is recommended The harness design should also guarantee that it s possible to accelerate the Blues 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 Europe Rescue System It is strongly recommended that you have a rescue system reserve parachute fitted at all times In some countries it is mandatory so check if you plan to travel Make sure that the rescue system you have is the correct size and that you are fully conversant with its use For fitting the rescue system follow the instructions of the harness manufacturer Use of the paraglider The Blues has been developed and tested solely for foot launched and winch launched paraglider flights It is not allowed and potentially dangero
25. r Research and Development reaches beyond just the paraglider to encompass all parts of the flying experience Your UP Blues comes with a high volume backpack designed especially for ease of use and comfort For the first time we have built in an anatomical carrying system which allows an optimum load distribution for maximum security and comfort The S shaped shoulder straps allow full adjustment and the detachable chest strap prevents the shoulder straps from sliding off the shoulders The load control straps attached to the shoulder straps can be set either loose to 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 packed size is critical or the pack is being transported by air It is important especially when there is a long carry involved that the backpack is adjusted for maximum comfort The following advice should be considered when packing Top pocket in the lid Load control straps S formed shoulder belt Compression Chest belt straps Shoulder belt straps Det
26. r begins with a detailed and exacting market analysis and on this basis a new product concept emerges In close cooperation with our customers we define the exact characteristics that the new glider should exhibit With these characteristics in mind we first develop a three dimensional computer model with the latest CAD software which is subjected to initial tests and simulations The model data in then transmitted directly to the production house for construction of the first prototype This prototype is then subjected to a rigorous series of flight tests and modifications If necessary further prototypes are built although this is seldom the case and testing continues until the team is happy that all the original criteria have been met or exceeded Finally the last prototype is presented to the DHV and or AFNOR for certification Only when this is completed will the glider be released to join the rest of the UP range Technical description The Blues vvas developed by UP to satisfy the demand for a fast and secure intermediate paraglider vvith outstanding take off attributes As vvith all UP products the materials used have been carefully chosen for their outstanding quality and strength to guarantee a long and trouble free life Technical Data Blues XS Area real 23 1 m Area projected 21 3 m Wing span real 11 05 m Wing span projected 9 83 m Aspect ratio real 5 29 Aspect ratio projected 4 55 No of supported
27. radius It is important to continually feel the changing pressures in both sides of your canopy when turning When brake pressure is increased dramatically on one side the Blues begins a fast and steep turn which can be made into a steep spiral refer to chapter heading steep spiral Landing The UP Blues is easy to land While pointing into the wind the pilot should fly the wing fast until he is approximately 1m above the ground at which point he should 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 Blues can be winch towed easily There are no special techniques that need to be employed but consideration should be given to the following points e Especially when you are towing at a unknown field make sure that you are fully conversant with any local conditions and peculiarities Ask the local pilots if you are at all unsure e 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 central over your head do not continue with the tow f tow tension is applied when the glider is not correctly positioned then a lock out could occur e Try to avoid large brake inputs until you are reasonably high Emphasise weight shift if any course correction is necessary close to the
28. t in direct sunlight When choosing an area to lay out the glider before launching try and find somewhere which is relatively free of stones and sharp rocks Pay particular attention to the top surface where it lies on the ground Pack the glider in a slightly different way now and again so that it s not always the same bit of material that gets the maximum exposure The lines used on the Blues are high grade Technora Aramid lines Keep the following points in mind e The lines should be checked regularly for damage The lines should not be knotted 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 lands water lands and other extreme situations all lines must 2 7 be checked for condition and length and should be replaced where necessary f any change in flying characteristics is noticed then the lines should be checked and replaced if necessary Cleaning If you feel it necessary to clean your Blues 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 Never use chemical cleaning agents on the material as these destroy the coating and effect the strength of the cloth The best place to store your paraglider is in a dry dark and well ventilated room Do not store it where is could become contaminated by chemica
29. t situations 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 Europe 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 4 and 5 These knots guarantee the least amount of line weakening VVarning Loose or incorrect brake knots can cause serious accidents through loss of the steering of the gliderl Hlustration 5 Bovvline Speed System It is important that the speed system is connected correctly and the length checked to ensure smooth operation in flight The link between the foot stirrup and the risers consists of two ropes and two small carabiners The accelerator stirrup itself is composed of a foot bar an aluminium bar in a webbing sleeve with loops sown on either end to attach the ropes These ropes should be run up through the eyelets and pulleys on the harness to connect with the pulley system on the front of the risers see Illustration 6 This illustration refers to the UP Action harness but many harnesses are similar If in any doubt please ask the harness dealer manufacturer The length of the ropes should be set so that at full leg extension the pulleys on the risers are just touching each other Any shorter and the stirrup will be difficult to reach longer and the whole speed range will be unavailable During take
30. tever means then a stall will occur This stall will be one of three variations Warning Spinning and full stall are dangerous and unpredictable flight manoeuvres They should not be entered intentionally It is important to be able to recognise the onset of a stall and be able to react correctly to prevent it Parachutal or Deep stall The Blues has no tendency to remain in deep stall It will automatically recover if you try to enter a deep stall either with the brakes back risers or through slow release of a B line stall If due to some strange chance the glider does settle into a deep stall then recovery should be made by pushing both A risers Flight manoeuvres close to the stall should be avoided unless you have plenty of height Do not attempt to recover from a suspected deep stall by unilateral braking because of the danger of entering a negative spin Full stall Full stalls should only be done during landing Just prior to touching the ground apply both brakes completely and simultaneously The glider will fall behind you and lose all it s internal pressure Spin 2 e During testing the glider is full stalled intentionally The brakes are applied fully the glider slows to minimum speed and then appears to fall back behind the pilot Do not under any circumstances release the brakes at this moment there is a good chance that if you did the glider would dive forward so far that you would end up fa
31. us to use the glider for any other purpose Aerobatics The Blues has not been developed constructed and tested for aerobatics use VVarning The glider has not been certified for aerobatics Performing aerobatics vvith the Blues or any other paraglider can be very dangerous Doing aerobatics can induce flying configurations well beyond the tested flight envelop and can lead to total loss of control Aerobatics can also overload your glider and break it in flight Motorised Paragliding The Blues has not been developed constructed and tested for being used with any kind of engine If you want to fly your Blues with a motor please get in touch with the manufacturer of the engine unit and UP to check on certification of this configuration Flying the Blues Pre flight Make sure whenever you get your Blues back from somebody else to check the glider very carefully if you are not the only pilot flying it Ask if there was anything which could have damaged any part of the glider if the pilot has found any part which 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 Before each launch you should carry out a full pre take off check 5 points check It is a good idea to always carry out the checks in the same sequence to avoid the possibility of forgetting anything
32. vidually checked and recoded before dispatch Under no circumstances should the lengths of the lines or risers of the Blues be altered in any way Warning Any change will invalidate certification The only change allowable is to the length of the lower brake line Even this should only be done by an experienced person Position of the brakes The Blues 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 loops If the brakes are to be shortened it is extremely important that any adjustment does not affect the glider s trim speed There must always be some free play in the brakes when they are fully released This can be checked with the glider inflated above the pilots head There should be some noticeable bow in the brake lines and the brakes should be having no effect on the shape of the wing 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 then only change them by a little 3 4cm at a time and preferably at an easy training slope Check especially that both lines are the same length as any asymmetry will lead to tiring and possible dangerous fligh
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