user manual

Dudek Paragliders, ul. Centralna 2U, 86-031 Osielsko, Poland, +48 52 324 1740, [email protected]

www.dudek.eu

NOTE!

Please read this manual carefully before your first flight

Important: Trimmer Tape Lock

On leaving the factory, paraglider risers are equipped with a plastic buckle blocking trimmer use. As such, the paraglider conforms to the EN norm.

However, if you want to get that additional angle of attack regulation, all you have to do is move the buckle toward black loop which pulls the trimmer in.

Remember still, the paraglider was NOT certified in any other configuration than fully closed trims.

All details concerning full trimmer range option can be found in the manual.

Plastic buckle allows you to restore the certified canopy version in any moment.

In order to move the buckle, you have to loosen the tape - see pictures:

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TABLE OF CONTENTS

Page

1. Introduction......................................................................................3

2. The wing..............................................................................................4

2.1 Design

2.2 Structure

3. Flight operation............................................................................8

3.1 Steering lines and speed system adjustment

3.2 Free flying

3.2.1 Take-offt

3.2.2 Flight

3.2.3 Landing

3.2.4 Winching

3.3 Powered flights

3.3.1 Take-off

3.3.2 Flight

3.3.3 Landing

3.3.4 Golden rules

3.4 Quick descent methods

3.4.1 Big ears

3.4.2 Spiral dive

3.4.3 B-stall

3.5 Aerobatics

3.5.1 Wing over

3.6 Extreme manoeuvrese

3.6.1 One sided collapse

3.6.2 Frontal collapse

3.6.3 Full stall and negative spin

3.6.4 Deep stall

3.6.5 Line over and cravatte

3.6.6 Emergency steering

4. Canopy care........................................................................................24

4.1

Storage

4.2 Cleaning

4.3 Repair

4.4 Deterioration - a few tips

5. Technical data......................................................................................26

6. Warranty, AeroCasco..........................................................................27

7. What have you bought.......................................................................29

8. Rigging tables and scheme ................................................................31

9. Risers design and accessories ........................................................38

USER MANUAL

1. INTRODUCTION

CONGRATULATIONS

We are pleased to welcome you among the growing number of DUDEK

PARAGLIDERS pilots. You've become a proud owner of state-of-the-art PPG paraglider. Extensive development, application of the most modern methods and thorough testing resulted in a friendly behaving paraglider, offering the pilot a lot of fun combined with great performance.

We wish you many enjoyable and safe flying hours.

DISCLAIMER

Please read this Manual carefully and note following details:

+ paraglider and it is by no means intended to be used as a training manual for this or any other paraglider.

+ undergoing training at an accredited School or with an Instructor.

+ paraglider's airworthiness.

+ manufacturer nor dealer do accept any liability connected with this activity.

+ and 926-2 regulations or has an airworthiness certificate issued by the manufacturer. Any alterations to the paraglider will render its certificates invalid.

NOTE

Dudek Paragliders warns that due to constant process of development the actual paraglider may differ slightly from the one described in the manual.

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2. THE WING

WHO SHOULD FLY Nucleon?

You have been paramotoring for some time now. You know and appreciate performance and safety of the reflex-aerofoil paragliders. Even if you are currently flying only for fun, long routes are attracting you no less than a wish to prove yourself against the best international competitors, or to beat some record.

You are not afraid of strong thermals, and the agility tasks close to the ground look promising too.

What you need is a top-drawer paraglider; a canopy that will be safe and stable both at top and low speeds, with with efficient trimmers and speed system, as well as a precise steering, capable of quick reversing your paraglider. On top of that it has to be robust, so that high loads occurring at frequent PPG flying will not cause any deformations of the surface.

If most of the above statements do apply to you, then the Nucleon is your wing!

2.1

DESIGN

Nucleon is an Action and Reaction class paraglider, built around a new idea already proven in Synthesis and Plasma. The new concept assumes linear characteristics of acceleration (equally shared between trims and speed system) and limited reflexivity at slow trim settings. It is accompanied by a number of new design features, intensively tested since 2007 and introduced into mass production for the for the first time in the world. As a result we have a 100% reflex PPG paraglider with great performance and outstanding safety (comparable to the already legendary Reaction), featuring handling similar to classic paragliders (at low speeds). The Nucleon takes off perfectly, rising fast and clean after an easy inflation.

We are positively sure that the Nucleon is currently the best paraglider in its class.

The fundamental feature of a good PPG canopy is its great stability and tuck-resistance. When this is achieved, the user does not have to concentrate all the time on piloting in turbulent air, thus saving energy for navigation, taking pictures or simply enjoying the flight. In addition the faster and safer your paraglider is, the more often you can fly. While the Nucleon was designed to retain features of a classic paraglider, the application of a reflex aerofoil section added several new qualities. First of all, using that profile means that the wing stability does not depend exclusively on the pilot.

It maintains a stable pitch attitude, rising and falling through thermals while remaining stable above your head, without need for so much pilot input.

Generally speaking the reflex profile is a special kind of aerofoil section. The specific static pressure distribution creates a situation where at low attack angles, only the wing fore part (some 60% of the chord) is producing lift, while the rear 40% of the chord creates an effective stabiliser against

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USER MANUAL excessive decrease of the attack angle. The trimmer system allows for considerable raising the rear part of the airfoil, thus effectively reducing its projected chord and surface area by some 30%, giving the paraglider a higher wing loading and increasing its speed. The centre of pressure also moves forward, adding enhanced pitch stability. Such a shift of loading gives the Nucleon an exceptional tuck-resistance and increases its projected aspect ratio, resulting resulting in much better performance, especially at high speeds. Should you require more lift, the rear section can be pulled down to restore an airfoil that will be effective along its entire chord.

Below we will try to give you a closer look at some of the remarkable features of the Nucleon.

2.2

STRUCTURE

The Nucleon 3D body was designed in our

CSG (Canopy

Shape Guard) system, comprising many elements resulting in exceptional coherence and stability of the shape. Below you will find a short description of CSG subsystems.

Nucleon has an elliptical planform with slightly rearward swept tips. The cells are divided with ribs additionally supported by diagonal VSS (V-shaped supports) system. Such arrangement ensures a smooth top surface, exact aerofoil reproduction across the entire wingspan and yet more importantly, minimal number of suspension points.

The lower surface has a

RSS (Reinforcing Strap System) applied in the wing’s interior. RSS is an ballooning-independent reinforcements system, made entirely of paragliding fabric, stiffening and stabilizing entire canopy structure.

Nucleon’ aerofoil is another product of our DRA (Dudek

Reflex Airfoil) technology. It was calculated with our previous experiences in mind and thoroughly tested with numerical methods.

Properties of a reflex airfoil were described above. The suspension points areas are additionally reinforced with laminated fabric so that loads are equally distributed on three planes: vertically (through the ribs), diagonally through VSS system and level through the RSS.

All crossports have been prepared using OCD (Optimised Crossports Design) technology. Carefully designed shapes of the openings and their optimal placement between stress lines guarantee very efficient pressure distribution in the canopy and its quick inflation. These openings are scaled together with the ribs, so that their replicability is flawless and they do not disturb the aerofoil in any way. The Nucleon leading edge is closed to airflow, and its precise shape is guarded by reinforcements of laminated fabric.

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Cell openings are positioned on the undersurface in the vicinity of the leading edge. Their exact placement was very carefully selected, so that they got maximum ram effect in as many flight situations as possible. In several places the leading edge features our CCS (Closed Cell Structure) system – this is a number of closed cells in most important locations. It’s goal is to hinder the backflow from the cells out and thus to facilitate their reinflation and faster and canopy recovery in case of a collapse. On the wingtips we placed the

ACS (Auto Cleaning Slots) - dedicated slots automatically removing dirt from inside the wing.

Careful selection of modern fabrics and design solutions brings about great strength and durability of the Nucleon. All materials used come from marked production batches, and each production step can be verified down to identification of specific worker and controller.

Fabric

Each kind of fabric has its unique features and characteristics. We composed them so that they create a perfect blend.

The upper surface is made of perfectly proven in our earlier wings of Porcher

Skytex 40 Evolution fabric (formerly named Aquatic). Basically it's a nylon material, covered with outstanding E85A impregnate, introduced into mass production in January 2002 after a series of extensive laboratory and real flying tests. Such covered fabric is not very stiff and - what's most important - has increased tear, stretch and UV resistance. It is not siliconised, so minor repairs can be easily made with self-adhesive strips.

Lower surface is made of Skytex 40 Classic with E38A impregnate. This fabric has a great weight/resistance ratio and is one of the greatest Porcher successes in providing proper materials for the paragliding industry.

The ribs must be as rigid and stretch-resistant as possible. We found these qualities in Skytex 40 Hard with E29A impregnate. All suspension points and leading edge reinforcements are made of SR-Scrim fabric.

Rigging system

All of the Nucleon suspension lines are sheathed by a coloured polyester layer which is covering a brownish Technora core. Low number of lines required such composition, featuring high strength and stretch-resistance of the lines. The rigging system consists of individual lines looped and stitched at each end. The upper level lines start at the attachment points.Cascadewise they are joined by twos or threes to middle layer lines. These in turn connect by twos or threes to main suspension lines, which are attached to the risers with triangular quick links (maillons). To prevent their slipping off, the lines are kept together with a rubber 'O ring'.

All the maillons are made of corrosion resistant, polished stainless steel, ensuring excellent strength and durability.

USER MANUAL

Stabilo lines run from the outer suspension points to the maillons through consecutive cascades as well. The same story goes for the steering lines.

They run from the trailing edge through several layers to the main steering lines, which are lead through the pulleys connected to the rear risers and then fixed to the brake handles. Steering lines do not carry any load.

Some of the steering lines of the upper level are additionally led through rings sewn into the trailing edge, shortening it when the brake is applied, so that steering becomes lighter and more effective.

All the lines are distinguished by colours depending on their strength:

2,3 mm; strength: 420 daN; colour: celadon (willow green),

1,8 mm; strength: 280 daN; colour: red and orange (the latter for pulling big ears),

1,5 mm; strength: 190 daN; colour: violet,

1,3 mm; strength: 140 daN; colour: green,

1,2 mm; strength: 90 daN; colour: blue.

(given colours are subject to slight changes).

THE RISERS

For the Nucleon we have chosen four-way risers equipped with: specially marked A riser (gold ribbon), engaged, featuring ball-beared pulleys and special line; setting), designed for quick and easy replacement in case of deterioration;

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+ speed, without modifications of the reflex profile.

The steering handle is a red ball, easy positioned to match personal preferences and hangpoints. eliminating the effect of engine torque, tending to turn the paraglider in the direction opposite to the propeller's rotation. The system can be adjusted to match your specific combination of paramotor/propeller.

For quick and easy recognition in emergency, some of the risers are distinguished with coloured band as follows:

A - gold (used for launching)

A' – black neoprene (used for big ears)

B - red (used for B-stall)

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ALC allows for aggressive turns even on full speed, without modifications of the reflex profile.

This is of special importance for bigger canopy sizes, without special solutions demonstrating problems associated with big steering forces and low agility. The steering handle here is the red ball, easily adjusted to match personal preferences. Of course you can use just the standard brake handles ignoring the

ALC ball, thus leaving the system inactive.

Easy Catch

TEA - Torque Effect Adjuster

ALC:

line

- spacer

- ball

New brake handle:

- swivel

- Easy Keeper

- TCT

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"Easy Catch" speedbar is a godsend for those who have problems catching the bar after taking off. The speedbar is designed to stay always in front of the speedsystem lines. Its finish is very robust, so long-term service is guaranteed.

USER MANUAL

Triple Comfort Toggle

Neodymium magnet of the

Easy Keeper

Swivel protects the steering line against twisting half-rigid

PVC tube rigid plastic rod slit of the rod

The most soft handle is obtained when no insertion is used.

exchangeable insert

Addressing different needs of our clients we have created a TCT system - Triple

Comfort Toggle, making it possible to have your brake handles in rigid, half-rigid or soft configuration without need to purchase additional handles.

Easy Keeper

Easy Keeper is our indigenous way to hold the brake handles at the risers by using strong neodymium magnets. It keeps the handles firmly at the risers, while both attaching and releasing goes smoothly and easily. The system allows for easy placing the brake handles on risers during flight, when they are not used, thus minimalizing danger of getting them into running propeller.

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D - grey (needed to keep the glider down in strong wind – aborted launch).

Main A row suspension lines connect to an A riser (gold) and A' (black neoprene). B row and stabiliser lines go to B riser (red), C lines go to C riser

(no colour) and D lines to D riser (grey), as well as steering lines (through their pulleys).

Brake handles are attached to the steering lines at optimal point, guaranteeing safe and effective operation. On the main brake line there are two point marked, higher and lower, to be used depending on the harness hangpoint level.

On adjusting the steering lines see chapter 3.1.

Our newest brake handle used in Nucleon besides its attractive, light design, features:

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+

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3.

FLIGHT OPERATION

3.1

STEERING LINES AND SPEED SYSTEM ADJUSTMENT

We strongly advise following actions to be supported by an instructor or at least an experienced pilot. A brand-new Nucleon has its steering lines and

ALC system positioned for powered flight in high hangpoint configuration.

The risers of the Nucleon are shorter than in most paragliders, so the differences in hangpoints present somewhat smaller problem. Still, there are two sets of pulleys prepared, higher and lower (see risers scheme). Also on the main steering line and ALC system line there are two spots marked - higher and lower, for the brake handle and the ball to be accordingly fixed.

NOTE:Before flying the paraglider please check setting of brakes and ALC system and adjust it to your hangpoints if necessary.

When flying with lower hangpoints (or free-flying) the brake lines are to be run through the higher pulleys only, and the brake handles and the balls should be placed on higher marks of the steering lines, so that they will be shortened.

Higher hangpoints require longer steering lines and the ALC, while lower hangpoints – shorter lines. Before you will take on powered flight it is recommended to try the setup out.Hang up the entire PPG unit with ropes, sit in the harness and have someone pull up the risers. You must make sure that in flight you will always be able to reach the brake handles, even if the

USER MANUAL airflow blows them away. Being suspended in this way you have a perfect opportunity to adjust the speed system too. The speedbar should not be pulling pull its lines nor risers when not applied. Neither should it be too loose, for it could catch the propeller. An additional way to check the whole configuration out is to visit the take-off site in steady winds of 3-4 m/s. With the engine off, inflate the wing and take it up over your head. When it stabilises, check that the brakes are loose and do not pull the trailing edge.

There should be a spare inch or so before they activate.

Remember that it is always safer to set the margin of play too big than too small. And, most importantly, the setting must always be symmetrical.

3.2 FREE FLYING

Although the Nucleon according to its design book is a fast PPG wing, , it behaves surprisingly well as a classic paraglider too and can be used as such without any modifications.

The essential difference between Nucleon and classic paragliders means that due to its increased tuck-resistance (both during start and flight) and greater speed range it can be safely flown in strong conditions too. Generally speaking the faster you fly, the safer is your flight.

3.2.1 TAKE-OFF

In case of

classic launch we recommend that after laying out the wing all lines be taut, eliminating excessive play. The Nucleon is pulled up with A risers only. It is best done with closed trimmers (slow setting), in case of stronger wind you can free the trims a bit. Applying steady and equal pressure on both A risers move forward. The wing practically does not overshoot, so the front collapses that otherwise happen quite often at launches are rarely seen with Nucleon. Instead it kind of waits for you to catch up with it.

In case of reverse launch we also recommend trimmers to be set as described above. Due to lack of overshooting the take-off is easy, pilot has only to brake slightly before his turn. Reverse launches can be executed without any problems even in weak wind (1,5 m/s).

CAUTION During take-off it is important to keep the risers under pressure until almost airborne. Reflex profile used has an inherent tendency to increase the angle of attack. In effect, Nucleon can

behind the pilot when not pulled up appropriately.

3.2.2 FLIGHT

The increased speed range of Nucleon may demand some attention in flight. Nevertheless, once you have mastered these additional assets, flying will become pure fun. Good handling will let you make best use of thermals,

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12 and increased speed on transitions means that your presence in sinking air will be shorter. To avoid stalls when braking with slow trims setting (red area), their movement is restricted by the tape sewing (Note: it is possible to push the sewn tape through the buckle with both hands to replace it, but normal operation range is restricted by said place).

When the trims are fully opened (blue area) the wing becomes faster and stiffer, increasing its stability even more. The brake forces increase too, as well as the brake travel to the stall point. The radius and bank angle in turns grow proportionately to the growing brake forces. When the are set fast (or fully opened) and the wing is not flown near the ground, a switch to ALC steering is advised.

ALC system can be used in all speed system & trim configurations, also in combination with main steering handles.

Speed system use

Full application of the speed system increases flight speed by some 30%. In contrast to most paragliders it does not decrease wing stability, in fact the

Nucleon seems to counter the turbulences even better.

Still, if you meet some serious trouble, it is advisable to release the speedbar. With application of the speed system the brake forces increase, and brake effectiveness decreases considerably.

At maximum speedbar and fully opened trims we strongly recommend

steering with ALC system. Turns executed in this way will be slightly wider, but strength needed to initiate the turn will be smaller and there will be no decrease in speed. It is advised to use the speedsystem with fully or half opened trimmers.

Using speedbar with closed trims (red area) can lead to a frontstall.

3.2.3 LANDING

With closed trimmers (red area) Nucleon lands like any other paraglider. The brake forces, initially low, are growing proportionally through all range, giving ample warnings before possible stalling. Still you should be careful when flying very slow, until fully familiar with brake operation.

When landing with trims set fast, above “0” point (blue area) slowing down can require more space than usual. The paraglider has a lot of kinetic energy and energy and careless application of brakes may even cause the wing to climb.

Most pilots get to know the wing relatively fast and quickly gain enough trust to fly it in stronger conditions than they ever did. Still, you should always be careful when flying low. Remember that Nucleon flies faster than ordinary paragliders and sometimes it can be of importance (e.g. when landing on a slope).

USER MANUAL

After landing in strong wind the paraglider can be safely put down with B risers, or with a strong pull on the rear D risers.

3.2.4 WINCHING

Nucleon was not designed for winching. As mentioned before, reflex profile used has an inherent tendency to increase the angle of attack. While in normal flight such a disposition makes it safer, it can be dangerous during winch start. Nevertheless, a lot of successful winches on Nucleon have been made.Experience shows that it should only be done with trims set at “0” or above (faster settings - blue areas).

To sum it up: winching can be done, but proper attention must be paid.

3.3

POWERED FLIGHTS

NOTE: Before each start it is necessary to have a thorough check of the paraglider,harness and power unit.

In powered flight most of the wing characteristics remain as described above

(chapter 3.2). Still there is additional information needed, concerning power output, proper matching of the wing/engine/propeller etc. Dudek Paragliders cannot take responsibility for all possible combinations, but if you contact us we are always ready to help.

First flights

In order to get familiar with your wing we recommend flying with closed trimmers first (read area up to “0” position), because in this configuration

Nucleon behaves as a classic wing. Flying like that try pulling the brakes some until you feel resistance, usually it will be at about 1/4 of the brake travel.

Once you feel confident with your wing, you can start experimenting with faster trim settings and speed system. Learn to use all of the additional speed and safety of the Nucleon.

3.3.1 TAKE-OFF

Classic launch with no wind

Even when it seems that there is no wind at all, it is rarely so. Therefore always be careful in determining the conditions, since in PPG flying it is most important that the launch and initial climb are performed with a head wind (the danger of losing your airspeed while crossing the the wind gradient is greatly reduced). Special attention must be paid to trees, power lines and other obstacles, including the possibility of emerging rotors.

Paraglider preparation

Lay out the paraglider downwind of the power unit, with all suspension lines taut and pointing toward center of the power unit. The risers are to be laid on

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14 the ground. Set the trimmers completely closed (see fig. 2). In conditions faster settings can be advised (blue areas). Make sure that you warm up the engine while standing windward of the wing. Stop the engine before clipping in the risers.

Now have a quick check if:

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+

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+

+

+

+

+

When you are sure everything is OK, you can clip in the wing and execute launch as described in paragraph 3.2.1.a.

From now on you should steer the paraglider facing forward, without looking back over your shoulder (when the wing is low behind you, turning can cause some lines to get in the propeller). Still, possible fall on your back and damaging the propeller is dangerous (and costly!) so it should be avoided at any price, even that of some damaged lines!

During take-off, when you feel the strain on both risers to be equal, make sure the canopy is overhead, open up full power and lean back to counter the engine thrust, so that it can push you forward rather than towards the ground. The best option is not to use the brakes, allowing the paraglider to rise as it was laid out. If it starts to swerve from its course, just pull the opposite riser and run under the centre of the wing while preserving starting direction. If the wind suddenly drops, give a stronger pull on the risers. If the paraglider falls to one side or back too far to be lifted again - kill the engine, interrupt launch and check the conditions once again.

As the wing rises, the forces grow lighter and it should stabilise above your head without overshooting. This is the best moment to check if it is inflated well and the lines are not tangled, but do so neither stopping nor turning.

Once you feel the forces on the risers decrease, run faster and let go of the risers. See if there is already any opposition on the brakes and, if necessary, use them to correct direction or to increase lift at take-off.

Remember:

+ during launch can deform it to the extent of collision with the propeller.

Before giving it full power, see that the cage does not catch any lines.

+ and gentle.

USER MANUAL

+ before that can cause dangerous oscillations.

+ launch.

Reverse launch in strong wind

Reverse launch can be executed holding in one hand both A risers and one brake, with throttle and the second brake in the other hand. With a decent wind it is by far the best way. In weaker wind it is better to prepare a classic launch, as running backwards with an engine on your back is not an easy thing to do.

It is reasonable not to pull the wing up until you are really determined to launch, especially when it is clipped in.

Lay down the rolled paraglider with its trailing edge against the wind. Unfold the wing enough to find the risers and check that no lines are looped over the leading edge. Stretch the risers against the wind, separating the right and left one.

We suggest that you lay the risers in the same way as you will be turning during reverse launch, and place one riser over the other, with rear risers upmost. It should be done this way because once you clip in, the cage of your power unit will make turning on your own practically impossible. Now run the pre-launch checklist.

After warming up the engine put the power unit on, turn to face the wing, go to the risers and clip them in the appropriate carabiners. Pulling on the front and rear risers open the cells. It is a good idea to pull up the wing briefly in order to check that the lines are not tangled. Holding the risers, brakes and throttle as described above, pull the front risers and raise the canopy over your head.

On most occasions you won’t have have to brake it, especially if the trimmers are set for fast flight (blue areas). Perhaps it does not agree with our experience, but when the trimmers are opened (set above “0”),

Nucleon’s reflex profile stabilises the wing and does not allow it to surge forward. It can even stay behind a little - in such case pull the brakes a little and the glider will come forward. Once you have it overhead, turn around, open the throttle and take off.

As with the classic launch, in this case too you have to find such combination of trimmers, brakes and throttle settings that will give you the best speed and rate of climb.

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Remember:

+ this technique before trying it with a running engine on your back.

+ gentle.

+ pedal before that can cause dangerous oscillations.

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When clipping in the crossed risers, you can find proper connection of the speed system particularly hard. Be careful not to confuse the risers!

Climbing

Once you took off safely, continue heading against the wind, using brakes to correct rate of climb. Do not try to climb too steeply - attempts to increase climb rate by pulling the brakes will have an adverse effect - due to the additional drag actual rate of climb will worsen, and with the throttle fully opened open even a stall can happen. In powered flight the Nucleon behaves more like an aeroplane than a paraglider, and it is good idea to regard it as such. If there are no obstacles present, it is by far safer (and more impressive for the spectators) to fly level for a while after take-off and gain some speed before converting it to height with a brief pull on the brakes. Another reason not to try climbing too steeply is the risk connected with engine failure at low altitude. Even as Nucleon in a steep climb does not stay behind as much as conventional paragliders do, the low speed is more likely to cause a stall.

Besides, you should always be able to land safely in case of engine malfunction, so it’s better not to take unnecessary chances and always fly with a safe margin of speed. Depending on the power unit geometry, it is possible that after take-off you will notice a propeller torque (turning moment). It will try to turn you around, so be counter-steer it with a brake or harness cross-bracing. In Nucleon there is our TEA system present, making possible to counter the torque in case there is no cross-bracing. To make

TEA work properly you should assembly the line on proper side (as of propeller direction) and adjust the blocking knot accordingly to torque force.

When climbing steeply with slow trim settings and high power output beware of the possibility of stall. Due to typical PPG feature - considerable vertical distance between thrust axis and wing chord - the range of safe power operation is closely connected to your skills and equipment.

Power-unit induced oscillations Certain configurations of engine weight, output and propeller diameter can cause serious oscillations, during which the pilot is being lifted to one side by the torque effect, swings down due to his weight, then is lifted again and so on.

USER MANUAL

To avoid this you can:

+ and/or

+ blocking it in the slit and/or

The best method is to fasten opposite cross-bracing, or apply some weightshift. Such oscillations usually occur at full power - the greater the engine output and propeller diameter, the bigger the swings. In addition there are often too late or wrong pilot reactions, increasing the problem instead of solving it.

In this case the safest way to deal with this question is to close the throttle and release the brakes.

Especially less-experienced pilots tend to overreact. This is called a pilotinduced oscillation, and proven solution is to leave the brakes alone.

3.3.2 LEVEL FLIGHT

Once you have gained safe height after take-off and wish to go for a route, you can turn onto the right direction, fully open the trimmers and let off the brakes.

If the conditions are turbulent, it can look foolhardy, but this is the essential feature of the reflex profile - the faster you fly, the the safer your Nucleon is.

That's why it’s truly possible to release the brakes and enjoy your flight.

CAUTION: Some pilots with previous free-flying experience may have a well-grounded habit of keeping the brakes slightly applied at all times.

Such a technique, while quite reasonable on a free-flying wings as it allows for quick pilot reactions and decreases sink, is not advisable on reflex-profile paragliders. When you pull the brakes, the Nucleon profile loses its reflex characteristics (see next page).

If you have a variometer or altimeter aboard – watch it. In level flight it is very easy to start climbing unintentionally. The instruments will help you optimise speed and fuel economy.

Of course each flight will depend on current configuration of your gear, but due to its ability to fly safe without constant piloting the Nucleon will let you adjust everything to the best effect.

Good knowledge of weather conditions (e.g. wind at different altitudes) and smart use of thermals, convergence or other kinds of lift will help you greatly reduce fuel consumption and increase flight range. Of course the engine is always there to bring you in the right place.

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Influence of classic steering on the reflex profile

Pilots used to classic paragliders tend to fly "active" style, with their brakes constantly tensioned.

Flying a reflex wing like that is ineffective and can possibly be dangerous.

Basic rule of reflex paramotoring says:

the more turbulent it is, the more trims should be

released and classic steering should be limited, especially with speed system engaged.

In such moments paraglider is much more effectively steered by TST or ALC systems, designed specifically for that reason.

Problem is illustrated by following drawings:

Released trims without brakes

Typical setting for fast and safe flying. Center of pressure of the aerofoil moves forward, practically excluding collapses. Pitching moment induced by the reflex aerofoil increases angle of attack.

Released trims with brakes applied

Even slight brakes application (especially on full speed bar) shifts the center of pressure back, and due to lack of reflex on trailing edge, pitching moment now decreases angle of attack.

Additionally turbulence behind the wing occurs. In some circumstances this can lead to a collapse.

Using the brakes can be sometimes necessary for heading corrections, still you should keep your brakes free when flying ahead, otherwise the reflex feature doesn't work.

Closed trims

In this configuration brakes are the normal and prescribed steering system. Slow trim is used for launching in nil wind and thermalling. The canopy behaves similar to classic profile paragliders, with slightly increased tuck resistance.

lift speed sink pitching moment center of pressure

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Do not hesitate to lead the Nucleon into tight thermalling in order to win some altitude and spare fuel - you will be surprised how efficient it is. Possible closing the trimmers will make the climb ratio even better.

Trimmers and speed-system operation

The reflex wing airfoil enables the Nucleon pilot to use a wide range of trimmers and speed-system action. You are free to experiment with all possible settings, as long as you are on safe altitude. Fully opened trimmers (blue area) increase the speed and stability of the wing, and with it also its ability to cope with turbulences and overall penetration. As forces on the brakes grow at high speeds, the weightshifting or steering with ALC system becomes increasingly effective.

ALC system can be used in all trimmers and speed system settings, also

USER MANUAL

in combination with main steering handles. At maximum speedbar and fully opened trims we strongly recommend steering with ALC system. Turns executed in this way will be slightly wider, but strength needed to initiate the turn will be smaller and there will be no decrease in speed.

It is advised to use the speedsystem with fully or half opened trimmers.

Using speedbar with closed trims (red area) can lead to a frontstall,

especially in lower parts of start weight range). On the other hand, slow trimmer settings (red area) decreases sink and steering forces, so it is possible to efficiently use the thermals.

Worth noting is the Nucleon impressive speed range - the maximum speed is almost three times greater than stall speed.

Study drawings of trimmers and speed-system adjusting and setting, as well as their influence on the wing shape. Independent of the current wing configuration and speed, turns can be much tightened and more effective with differential brake operation. Slight use of the outer brake (with considerable amount of the inner one) will diminish the loss of lift in turn. Turns can be much improved by additional use of throttle, speed-system etc.

Once with growing experience you will master these techniques, you will be able to execute fully coordinated and effective turns, bringing to mind the aeroplane handling.

REMEMBER:

inadvertently set them off, the reflex profile of the Nucleon will keep the wing level, so after opening the throttle you'll start to descend with increased speed instead of climbing.

3.3.3 LANDING

In PPG flying there are two kinds of landing: with and without power.

Power off landing

At an altitude of 50 metres switch the engine off and glide as you would on a conventional paraglider. It reduces the chances of damaging the propeller on landing, but on the other hand there is only one attempt possible - so it has to be done right! With or without power Nucleon better copes with turbulence on open trimmers (blue area). So, if the conditions are rough, better make an approach with greater speed, plan a lot of free space (as for a hangglider) and wear that speed off before touching down. Nucleon preserves the energy well, so there is a long float necessary, exchanging the abundant speed for lift with your brakes. If the landing field is not big enough and you have to land on the spot, we advise you to set the trimmers in red area. It will increase lift coefficient of the wing, effectively decreasing its sink rate and speed. Such an

19

action is especially important when flying with high surface loading.

Powered landing

Make a flat approach with the engine idling, then level out and lose the speed before final flare. Immediately after touchdown switch off the engine. The main advantage of this procedure is of course the possibility of a repeated approach if anything goes wrong. Still, if you forget to switch off the ignition before the wing falls down, there is a considerable risk of damaging propeller, catching lines in it or even suffering injuries connected with falling on your running engine.

Remember:

3.3.4 GOLDEN RULES!

than too little! the propeller in flight.

20 you always risk getting lines in the propeller. Turn only if there is danger of falling on your back.

and other places where engine failure will leave you helpless.

when flying low. possible power unit malfunction may require immediate attention. fly as if it’s exactly what it's going to do.

USER MANUAL execute tight turns against the torque direction. Especially when climbing you can easily enter a stall and consequent negative spin. options !

vibration can indicate troubles. You'll never know until you land and check it out!

the animals.

3.4

QUICK DESCENT METHODS

3.4.1 BIG EARS

In order to get the big ears you have to pull down the outer lines of the A' risers (distinguished by neoprene sheath) by some 20-50 cm. While inducing big ears you should never let the brakes out of your hands.

After tucking the tips in, Nucleon will continue to fly straight with increased sink rate (up to 5 m/s). You can steer the wing pretty efficiently by weightshifting. After releasing lines, the paraglider will usually open up on its own or you can assist it with a long stroke of the brakes. For the sake of safety

(the possibility of a parachutal stall) it is reasonable to engage speed system after pulling big ears in order to lessen the angle of attack of the wing centre.

Executing big ears with opened trimmers is very difficult due to reflex profile stabilisation.

CAUTION: See the PARACHUTAL STALL chapter.

Never try to pull big ears during powered climb, as the increased drag

can lead to increase of the angle of attack and a parachutal stall.

Besides, pulling the ears while climbing is pointless anyway.

3.4.2 SPIRAL DIVE

Nucleon is a very agile paraglider, so entering spiral dive happens very quickly and can be surprising for the less experienced pilot. A spiral dive is characterised by reaching the highest sink rates possible. Significant Gforces, however, make it difficult to sustain a spiral dive for long, as will place high loads on both pilot and glider to degree of losing consciousness by the pilot. Never do this manoeuvre in turbulence or at too high bank angles. Control the dive and do not exceed 16 m/s sink. If the dive is not stopping after releasing the brake,assist the glider with the outer one.

21

22

NEVER DO BIG EARS IN A SPIRAL! In this manoeuvre smaller number of lines is carrying an excessive load mulitplied by the centrifugal force, what can lead to damage of the lines or even the paraglider itself

(load of a single line can be much higher than passed in certification trials (i.e. 8 G).

3.4.3 B-STALL

Executing a B-stall on a Nucleon is very hard due to specific suspension lines location in stabilizers area.

To enter a B-stall, simultaneously pull down both B-risers (red tape) by 10 –

15 cm. The canopy will collapse across the entire span along its B-row, the airflow over top surface will break and canopy surface will be decreased.

Forward movement will be almost completely stopped. Further pulling Brisers is not advised, as tests have shown it to increase wing instability. If the canopy forms a horseshoe with both wingtips in front of the pilot, gently apply both brakes to recover.

To exit a B-stall, the risers should be released in a smooth and decisive manner. On quick and symmetrical releasing B-lines the airflow will be reinstated and the wing will surge forward, returning to normal flight. In contrast to standard paragliders, in case of Nucleon there is no need to counter this surge with brakes - yet another asset of the reflex profile!

CAUTION: See the PARACHUTAL STALL chapter. All rapid descent techniques should be practiced in smooth air and only with sufficient altitude only ! Full stalls and spins are to be avoided as recovery procedures, of the extreme manoeuvres, since irrespective of paraglider type they may have dangerous consequences!

BY FAR THE BEST TECHNIQUE IS SAFE AND CORRECT FLYING, SO

THAT YOU WILL NEVER NEED TO DESCEND RAPIDLY!

3.5

AEROBATICS

Nucleon was not designed to do any aerobatics.

3.5.1 WING OVER

You make a wingover by performing a series of consecutive, alternating turns with growing bank angle. Too much banking connected with some flaws in co-ordination and execution can evoke pretty dynamic collapse.

CAUTION: Steep turn with bank angle over 60 degrees is a prohibited aerobatic manoeuvre!

3.6

EXTREME MANOEUVRES

CAUTION!

EXTREME FLYING MANOEUVRES SHOULD ONLY BE CARRIED OUT

DURING SAFETY TRAINING COURSES (SIV, INSTABILITY TRAINING)

USER MANUAL

UNDER PROPER GUIDANCE! WHILE PROVOKING OR EXITING REAL

SITUATIONS THERE IS DANGER THAT YOUR ACTIONS WILL PROVE

TOO QUICK OR TOO STRONG, SO YOU SHOULD ALWAYS EMPLOY

GOOD JUDGMENT, STAY CALM AND TAKE MEASURED ACTIONS.

Since all actions required to exit or prevent dangerous situations on

Nucleon are typical and pilots flying this wing should already have proper experience, we are going to describe only the characteristic features of the Nucleon. Description of standard methods dealing with extreme situations can be found in textbooks.

3.6.1 ONE SIDED COLLAPSE

Even when the trimmers are fully opened or the speed system is engaged, collapses practically do not occur and can be induced only by a very strong turbulence.Still, if it happens, a little counter-steering is enough to keep the

Nucleon on course. Under normal conditions with collapses up to 50% of the wingspan, Nucleon will reinflate instantly and spontaneously. If it will not happen, you should aid this process by application of brake on the collapsed side.

3.6.2 FRONTAL COLLAPSE

The reflex profile of the Nucleon makes it practically impossible, especially at higher speeds.

During tests we succeeded in creating this situation only with fully closed trimmers and using special measures. Such forced collapses can lead to extremely deep collapses, so recovery will require decisive pilot action (short and equal application of both brakes).

3.6.3 FULL STALL AND NEGATIVE SPIN

Practically do not occur, may happen only as a result of serious neglect or intentional action of the pilot. You have to be careful when flying at low speeds until fully familiar with brake operation. Wing recovers spontaneously in initial phase of stall, otherwise use standard procedures.

3.6.4 DEEP STALL

Under normal conditions does not occur.

If you want to prevent it happen at all, simply stick to a couple of rules:

Nucleon does not jump forward excessively. both the sink rate and safety margin, as big ears constitute an aerodynamic brake with significant loss speed.

Nevertheless, if such a parachutal stall happens e.g. due to strong

23

turbulence, simply apply some pressure on speed bar and/or push the A risers forward. You can release the trims too.

3.6.5 LINE OVER AND CRAVATTE

Nucleon is a modern wing which, in order to decrease drag, has fewer suspension lines and greater distances between them. Therefore it's always possible that after a tuck one of the stabilisers may tangle in the lines.

Usually a couple of pulls with a brake settles the matter.

If it's not enough, try to untangle it with big ears or a stronger pull on the risers.In case of any doubts you should seriously consider a rescue chute. It is there as a normal equipment part, not just an ornament.

3.6.6 EMERGENCY STEERING

In case of any malfunction that renders normal steering impossible, you can safely steer and land Nucleon using the D-risers (grey marking) or stabilo lines.

4. PARAGLIDER CARE

Proper looking after your paraglider will prolong life of your Nucleon.

4.1 STORAGE

Store the paraglider in a dry place, away from chemicals and UV exposure.

Never pack or store the glider when wet, as it significantly shortens life of the fabric.

Remember that the wing becomes damp even while lying on green grass in direct sunlight, as the grass transpires.

A good precaution to avoid dampness and/or UV when you have to wait in a start queue is to use quick-pack after rigging up.

Always dry the glider thoroughly before packing and/or storage. Never pack you paraglider too tightly.

While drying, never expose your paraglider to direct sunlight operation.

Please note that with frequent kiting on a field or a small hill your paraglider will deteriorate more quickly due to its repeated rising, falling and being dragged around.

4.2 CLEANING

Clean the paraglider with water and a soft sponge. Do not use any chemicals or alcohol, as these can permanently damage the fabric.

24

USER MANUAL

4.3 REPAIRS

Repairs should only be carried out by the manufacturer, authorised distributor or authorised workshop. It is acceptable to fix minor cloth damage with the self-adhesive patches included in the package.

4.4 DETERIORATION: A FEW TIPS!

The Dudek Nucleon is made mainly of nylon - a fabric which, like any other synthetic material, deteriorates through excessive exposure to UV rays that come with the sunlight. Hence it is recommended to reduce UV exposure to a minimum by keeping the paraglider packed away when not in use. Even when packed in a bag, it should not remain in the sun for long.

Nucleon’ suspension lines consist of Technora inner core and polyester sheath. Submitting them to excessive loads in flight should be avoided, as it can cause irreversible damage.

Keep the paraglider clean, since getting dust in the lines and fabric will reduce their durability.

Be careful to keep snow, sand or stones from entering the cell openings: their weight can slow or even stall the glider, and sharp edges can damage the cloth.

Prevent lines from catching anything, as they can overstretch or tear. Do not step on the lines.

Uncontrolled strong wind takeoffs or landings can result in the leading edge of the canopy hitting the ground hard, which may seriously damage the ribs, sewing and surface material.

Knots can chafe suspension and/or brake lines.

Check line lengths after tree or water landings, as they can stretch or shrink.

A line plan is included in this manual or may be obtained from the dealer when needed. After landing in water you should check the wing fabric as well, since the wave forces can cause the fabric to distort in some areas.

When taking the wing out of the water, always do this by trailing edge, so that water can flow out freely. After a sea landing, rinse the paraglider with fresh water. Since salt crystals can weaken the suspension lines even after rinsing in fresh water, you should replace the lines with new ones immediately after contact with salt water.

Every second year Nucleon should undergo technical inspection by the manufacturer or authorised distributor.

25

5. TECHNICAL DATA

Nucleon

Certification EN

Certificationt DULV

Certification LTF

Number of cells

Surface area (flat) [m

2

]

Surface area (projected) [m

2

]

Span (flat) [m]

Span (projected) [m]

Aspect Ratio (flat)

Aspect Ratio (projected)

Sink rate [m/s]

Speed [km/h]

Max. cord [cm]

Min. cord [cm]

Distance pilot to wing [cm]

Total line lenght [m]

Weight range [kg]

Weight [kg]

Lines

Fabric

Risers

23

pending

-

-

62

23,00

19,58

11,14

8,93

245,69

49,14

713,25

375,67

65-80

6,3

25

EN C

27

EN C

29

EN C

31

EN C

Advanced

-

62

25,00

21,28

11,62

9,31

Advanced

-

62

27,00

22,99

12,07

9,68

5,40

Advanced

-

62

29,00

24,69

12,51

10,03

256,15

51,23

743,62

391,67

75-95

4,07 min = 1,1; trim = 1,2 - 2,0; max = 3,0 min = 23; trim = 37 - 50; max = 62

266,20

53,24

772,79

407,03

90-110

275,88

55,18

800,90

421,84

100-130

6,6 6,9 7,3

Technora: 1,2 & 1,3 & 1,5 & 1,8 & 2,3

285,23

57,05

828,05

436,14

120-145

7,8

-

-

62

31,00

26,39

12,94

10,37

298,72

59,74

867,20

456,76

140-175

8,2

34

EN C

-

C

62

34,00

28,95

13,55

10,86

SkyTex Clasic 40 g/m

2

SkyTex Hard 40 g/m

2

2

SR Scrim, SR Laminate 180 g/m

PASAMON - Bydgoszcz, Polska

26

USER MANUAL

6. WARRANTY AND AEROCASCO

Purchase of a new paraglider is a serious expense for any pilot. That is why we cover our paragliders with extensive warranties and additionally offer an

AeroCasco insurance against damage and repair costs.

WARRANTY

Dudek Paragliders guarantees free of charge repairs caused by the material or production faults along following scheme:

For the free-flying paragliders warranty covers

36 months (3 years) or 300 flight hours (depending on what comes first).If the paraglider is used for powered flights, every hour spent in the air should be counted as two (does not apply to dedicated PPG canopies).

For the PPG paragliders warranty covers 24 months (2 years)/200 flight hours (depending on what comes first).

For the mountaineering (MPG) and speedflying wings as well as school and profit users warranty covers

18 months (1.5 year)/150 flight hours (depending on what comes first).

WARRANTY DOES NOT COVER:

WARRANTY IS ONLY VALID IF: possible earlier owners), distinctly marking PPG flights, repairs with self-adhesive patches),

If you have ought your paraglider second-hand, ask its previous owner of the paraglider for a logbooks copy (total of flying hours since the date of first purchase).

27

28

AEROCASCO

Normal warranty does not cover repairs of damages caused by the user or a third party. As costs of such repairs can be considerable, Dudek Paragliders offer an

AeroCasco insurance. It covers a one-off repair of any mechanical damage, no matter how big and whoever inflicted them.The only expenses the purchaser has to pay are shipping costs and so-called share-of-cost amount.

AeroCasco can be purchased only for a brand new paraglider (at the paraglider purchase). Its cost is 50 euro.

NOTE: AeroCasco is not available for all paragliders (check this before purchase). It can be obtained for privately used wings only.

AeroCasco applies only to damages that took place during take-off, flight or landing. Obviously, all faults in the material and manufacturing flaws are covered by normal warranty.

When handing the paraglider for the repair you have to present a card confirming its AeroCasco status. After the repair you will have to cover only the share-of-cost value of 50 euro.

AeroCasco is valid for one repair only.There is a possibility to extend

AeroCasco for one more year. To do this you have to send your paraglider for inspection not later than a year after the date of purchase. Extension fee is 75 euro (incl. inspection).

Remember to attach the AeroCasco confirmation on expedition.

AeroCasco does not apply to any of the following: theft, colour fading, damage caused by incorrect storage or transport, damage caused by chemicals, salt water and force majeure.

USER MANUAL

7. WHAT HAVE YOU BOUGHT

The Dudek paraglider that you bought should have the following items:

#A piece of self-adhesive fabric (10 cm x 37.5 cm) for small repairs. Note that even small tears located in the vicinity of stitches have to be repaired by an authorised service

#A looped and stitched suspension line longer than the longest line used in the paraglider that is to be used as a temporary replacement. Do not cut it if you have to replace a shorter line, just tie it at the length needed

#A paraglider passport with entered date of purchase and valid technical inspection (please check the serial number with the sticker on the wing tip)

#The User Manual you are reading

MotoBag

MotoBag is a dedicated solid backpack for PPG wings, made of proven Cordura fabric.

Simultaneously it doubles as a quickpack if necessary.

Beside comfortable shoulder straps to hold it traditionally on your back it has side handles too, so that you can carry it like a suitcase when needed.

After turning it inside out it becomes a quickpack that will shelter your unfolded wing when you are in a hurry.

29

SUMMARY

If you respect the rules of safe flying and proper glider care, you will enjoy many years of pleasant airtime. Still, you must be aware of possible dangers and face them wisely. You must accept the fact that all air sports are potentially dangerous and your actual safety depends solely on you.

We insist that you fly safely, and this concerns both the weather choice and safety margin during all manoeuvres.

FLYING THE PARAGLIDER IS ALWAYS YOUR OWN RESPONSIBILITY.

SEE YOU IN THE AIR!

30

8. RIGGING TABLES AND SCHEME

Lengths are measured with a specialised, computer-operated device. All lines are stretched with a 5 kg load before cutting. Thanks to the abovementioned device and proper procedures, final tolerance of line lengths does not exceed 0.15%.

NOTE: Distances given below are to be understood as distances between connection points. When cutting a line for repair, 20 cm extra must be added, as at each end a 10 cm stitch is required to fix the loop. The only exception is the main steering line (brmain), which is looped only at the upper end, while there is 20 cm left on the lower end for fastening brake handle (this means for this line extra 30 cm is needed).

Length of the steering line is given as for PPG high suspension harness

(=longer lines). In case of a low suspension harness, the steering line should be some 15 cm shorter (the point is higher on the line).

USER MANUAL

31

Nucleon – 23

Table of individual line lenghts

11

12

13

14

15

16

7

8

5

6

1

2

3

4

9

10 a

940

875

890

925

895

855

820

840

665

575

615

580

525

450

940

880

890

925

900

860

830

850

680

595

640

600

575

475 b c

945

885

895 d

535

655

595

805

750

760

930

905

865

795

780

730

835 2615

855 705

670

555

615

720

685

580

620

570

735

675 e br

810 1425

755 1235

765 1145

800 1195

1100

1120

765

635

715

685

1010

835

745

720

655

720 st1 st2 st3 st4

I

II

III

3

4

5

1

2

6

7

A B C D E BR

1405 1400 1415 1675 1775 1620

1380 1375 1390 1650 1750 1470

1465 1450 1470 1925 810

1485 1475 1495 1930

1300 1255 1790 1280

1175 1145 1625 1150

630

730

635

A

1250 1280 1435

B C D

4220 4200 4260 4295

E

4140 4130 4185 4030

4430 4445 4030 4605

BR

2425

3305

2715

545 ST1

590 ST2

470 STI

490 STII

1160 brmain

5235

4215

245

2550

Table of total line lenghts

11

12

13

14

15

16

7

8

5

6

1

2

3

4

9

10 a b c d e br

6580 6545 6630 6785 6895 8025

6520 6485 6570 6730 6840 7835

6505 6470 6555 6715 6825 7745

6540 6505 6590 6750 6855 7645

6520 6485 6570 6750

6475 6445 6530 6695

6465 6435 6520 6655

6485 6455 6540 6670

6415 6375 6495 6690

6330 6290 6385 6580

7550

7570

7435

7305

7210

7180

6250 6215 6275 6475

6210 6180 6195 6385

6050 6030 6125 6335

5950 5955 6070 6205

5940 5985 5960 6145

5985

7145

6965

6865

6735

6660

6630

Technora 7343-090-005:

Technora 7343-140-006:

Technora 7343-190-024:

Technora 7343-280-011:

Technora 7343-280-018:

Technora 7343-420-041:

32

USER MANUAL

Nucleon – 25 EN-C

14

15

16

10

11

12

13

3

4

1

2

7

8

5

6

9 a

Table of individual line lenghts

620

670

625

600

495

980 b

920

930

965

940

895

865

885

710

600

640

605

545

470

980

915

925

960

935

890

855

875

690 c

985

925

935 d

840

780

790

970

945

900

825

815

760

870 2725

890 735

695

580

640

555

685

625

750

715

605

645

595

765

705 e br

845 1485

790 1290

800 1195

830 1245

1150

1170

795

660

745

715

1185

1000

895

855

775

745 st1 st2 st3 st4

6

7

4

5

1

2

3

I

II

III

A B C D E BR

1465 1460 1470 1745 1855 1685

1440 1435 1450 1725 1825 1535

1525 1510 1535 2005 840

1550

1355

1540

1310

1560

1870

2010

1335

1220 1195 1695 1200

1305 1335 1495

660

765

665

A B C D

4425 4395 4455 4485

4345 4330 4380 4210

E

4645 4660 4220 4815

BR

2525

3450

2840

570 ST1

615 ST2

490 STI

515 STII

1205 brmain

5485

4415

245

2650

Table of total line lenghts

14

15

16

10

11

12

13

3

4

1

2

7

8

5

6

9 a b c d e br

6880 6845 6925 7080 7190 8345

6820 6780 6860 7020 7135 8150

6805 6765 6850 7010 7120 8055

6845 6805 6890 7045 7150 7955

6820 6780 6865 7045

6775 6740 6825 6990

7860

7880

6765 6730 6815 6945

6790 6755 6840 6965

6715 6670 6795 6985

7740

7600

7505

6625 6580 6680 6870

6545 6505 6565 6760

6500 6465 6480 6670

6330 6310 6405 6620

6225 6230 6345 6485

6210 6255 6230 6425

6250

7475

7440

7250

7150

7010

6935

6900

Technora 7343-090-005:

Technora 7343-140-006:

Technora 7343-190-024:

Technora 7343-280-011:

Technora 7343-280-018:

Technora 7343-420-041:

33

Nucleon – 27 EN-C

6

7

4

5

1

2

3

10

11

12

13

14

15

16

Table of individual line lenghts

1

2

3

4

5

6

7

8

9 a

1020 1015 1025

955 b

950 c

960 d

965

975

930

900

960

1005 1000 1010

970

925

885

970

980

820

860

845

935 790

900 2830

920

735

910

720

925

725

765

780

875 e

815

640

695

650

620

515

625

665

625

570

485

605

665

580

710

650

740

630

670

620

795

730

I

II

III

A B C D

4615 4585 4645 4675

E

4535 4520 4570 4395

4850 4865 4400 5020 br

880 1545

820 1340

830 1240

865 1295

1195

1215

830

685

775

740

1235

1040

935

895

810

775

A B C D E BR

1520 1515 1530 1815 1925 1750

1500 1490 1505 1795 1900 1595

1585 1570 1595 2085 875

1610 1600 1620 2090 685

1405 1360 1940 1385

1270 1240 1760 1245

1355 1385 1550

795

695

BR

2625

3585

2950 st1 st2 st3 st4

595 ST1

640 ST2

510 STI

535 STII

1255 brmain

5730

4615

245

2750

Table of total line lenghts

7

8

5

6

9

10

3

4

1

2

11

12

13

14

15

16 a b c d e br

7170 7130 7215 7375 7495 8670

7105 7065 7150 7315 7435 8465

7090 7050 7135 7305 7420 8370

7130 7090 7175 7340 7455 8265

7110 7065 7155 7340

7065 7025 7115 7285

8165

8185

7055 7015 7105 7240

7075 7040 7130 7265

7000 6955 7080 7280

6905 6860 6965 7165

6820 6780 6845 7050

6775 6745 6755 6955

6600 6580 6680 6900

6495 6495 6615 6765

6475 6525 6495 6700

6515

8040

7900

7800

7765

7730

7535

7430

7290

7210

7175

Technora 7343-090-005:

Technora 7343-140-006:

Technora 7343-190-024:

Technora 7343-280-011:

Technora 7343-280-018:

Technora 7343-420-041:

34

USER MANUAL

Nucleon – 29 EN-C Rev. 2.0

Table of individual line lenghts

7

8

9

10

3

4

5

6

1

2

11

12

13

14

15

16 a b c

1060 1055 1065 d

990

1000

985

995

995

1005

1040 1035 1050

1010 1005 1015

965 960 970

930

955

765

665

720

675

645

535

920

945

745

650

690

650

905

845

850

890

880

820

935 2935

960 790

750

625

810

770

690

600

735

670

590

505

650

695

640

825

755 e br

910 1600

850 1390

860 1290

895 1340

1235

1260

860

715

805

770

1280

1080

970

925

840

805 st1 st2 st3 st4

I

II

III

3

4

1

2

5

6

7

A B C D E BR

1575 1570 1585 1880 1995 1815

1555 1545 1565 1860 1970 1655

1645 1625 1650 2160 905

1670 1660 1680 2165

1460 1410 2010 1435

1315 1285 1825 1295

1405 1435 1610

715

820

720

A B C D

4800 4770 4830

4860

E BR

4720 4705 4755 4575

5045 5065

4585

5225

2720

3720

3065

615 ST1

665 ST2

530 STI

555 STII

1300 brmain

5965

4800

245

2850

7

8

9

10

3

4

5

6

1

2

11

12

13

14

15

16

Table of total line lenghts a b c d e br

7445 7400 7490 7660 7780 8980

7380 7335 7425 7600 7720 8770

7365 7320 7415 7585 7705 8670

7410 7365 7455 7625 7745 8565

7385 7340 7435 7630

7340 7300 7390 7570

8460

8485

7330 7290 7385 7525

7355 7315 7410 7545

7275 7225 7360 7565

7180 7130 7235 7445

7090 7050 7115 7325

7045 7010 7025 7230

6860 6840 6945 7175

8330

8185

8085

8050

8010

7810

7705

6750 6755 6880 7030

6730 6780 6750 6965

6775

7555

7475

7435

Technora 7343-090-005:

Technora 7343-140-006:

Technora 7343-190-024:

Technora 7343-280-011:

Technora 7343-280-018:

Technora 7343-420-041:

35

Nucleon – 31 EN-C

Rev-3.0

9

10

11

6

7

8

1

2

3

4

5

Table of individual line lenghts a b c d

12

13

14

15

16

1095 1090 1100

1025 1020 1030

1035 1030 1040

1080 1070 1085

935

870

880

1045 1040 1050

1000 995 1005

965

985

790

690

745

950

975

770

670

710

965

990

775

645

920

910

850

3035

815

835

795

675

695

665

550

670

610

520

715

620

760

695

720

665

850

785 e br

940 1655

880 1435

890 1335

925 1385

1280

1305

885

735

830

795

1325

1120

1005

960

870

830

I

II

III st1 st2 st3 st4

6

7

4

5

1

2

3

A B C D E BR

1630 1620 1635 1945 2060 1875

1610 1600 1615 1925 2040 1710

1700 1680 1705 2235 935

1725 1715 1735 2240

1505 1455 2080 1485

1360 1330 1885 1335

740

850

745

1450 1485 1665

A B C D

4980 4945 5010 5040

4900 4880 4935 4750

5235 5255 4760 5420

E

635 ST1

685 ST2

545 STI

570 STII

1345

6195

4985

245 brmain

BR

2810

3845

3170

2950

Table of total line lenghts

6

7

8

9

10

11

12

13

14

1

2

3

4

5

15

16 a b c d e br

7710 7665 7760 7940 8060 9280

7645 7600 7695 7875 8000 9065

7630 7585 7680 7860 7985 8960

7675 7630 7725 7900 8025 8850

7655 7610 7705 7905 8745

7605 7565 7660 7845

7595 7555 7650 7800

7620 7580 7680 7820

7540 7490 7630 7840

7440 7390 7500 7715

8770

8610

8460

8360

8320

7350 7305 7375 7595

7305 7265 7280 7490

7115 7090 7200 7435

8285

8075

7965

7815 7000 7005 7130 7290

6980 7030 6995 7220

7020

7730

7685

Technora 7343-090-005:

Technora 7343-140-006:

Technora 7343-190-024:

Technora 7343-280-011:

Technora 7343-280-018:

Technora 7343-420-041:

36

USER MANUAL

Nucleon – 34

Rev-3.0

Table of individual line lenghts

9

10

11

12

13

14

15

16

3

4

1

2

7

8

5

6 a

825

720

780

730

695

575 b c

1145 1140 1150

1075 1070 1080 d

1080 1075 1085

980

915

920

1130 1125 1135

1095 1085 1100

965

950

1045 1040 1055 890

1010 995 1010 3180

1035 1020 1040 855 e

805

700

745

705

635

545

810

680

745

650

795

730

875

830

705

755

695

890

820 br

985 1730

920 1505

930 1395

970 1450

1340

1365

930

775

870

835

1390

1175

1055

1005

915

865

6

7

4

5

1

2

3

I

II

III

A B C D E BR

1705 1695 1715 2035 2160 1965

1685 1680 1695 2015 2135 1795

1780 1760 1785 2340 980

1810 1800 1820 2350

1580 1525 2180 1555

775

890

780 1425 1395 1975 1400

1520 1555 1745

A B C D

5235 5200 5265 5295

E

5155 5135 5190 4990

5510 5530 5005 5695

BR

2940

4030

3325 st1 st2 st3 st4

665 ST1

720 ST2

575 STI

600 STII

1405 brmain

6525

5250

245

3100

Table of total line lenghts

9

10

11

12

13

14

15

16

3

4

1

2

7

8

5

6 a b c d e br

8095 8050 8145 8325 8455 9730

8025 7980 8075 8260 8390 9505

8015 7965 8060 8245 8375 9395

8060 8015 8110 8290 8415 9280

8040 7990 8090 8295

7990 7945 8040 8230

9170

9195

7980 7940 8035 8185

8005 7965 8060 8210

9030

8875

7925 7870 8010 8230

7820 7765 7880 8100

7725 7680 7745 7970

7675 7635 7645 7865

7475 7450 7560 7805

7355 7360 7490 7655

7335 7390 7355 7585

7380

8770

8730

8690

8470

8360

8200

8115

8065

Technora 7343-090-005:

Technora 7343-140-006:

Technora 7343-190-024:

Technora 7343-280-011:

Technora 7343-280-018:

Technora 7343-420-041:

37

9. RISERS: DESIGN AND ACCESSORIES

Figure 1 Risers in lower hangopint configuration (steering line is led through one pulley only).

D

steering line

C B A' A

upper pulley for low hangpoints

ALC

line

Easy Keeper magnet

TEA cord

TEA lock

ALC ball in upper position swivel trimmer buckle speed system hook brake handle lower pulley for high hangpoints speed system pulleys trimmer handle exchangeable trimmer strap

Easy Keeper magnets carabiner

38

USER MANUAL

Figure 2 High hangpoints (steering line is led through both pulleys). ALC ball in low position.

Figure 3 Additional magnet for brake handle (high hangpoints).

Figure 4 TEA cord inactive (a) and engaged (b) a b

Figure 5 Beside TEA there is an additional inner loop in the risers that can be used for countering the the torque effect. There is no adjustment possibility though, while in the TEA you can have the knot in just right place.

knot

39

Figure 6

Steering systems scheme

Here is a simple guide to find your way in a maze of risers and their various handles.

Classic brakes operate along entire trailing edge, ALC system is active on the outer parts of the trailing edge, and the

TEA affects stabilizer only.

With this arrangement the pilot has full range of steering systems at his disposal and can freely choose between them, according to his needs and current situation.

TEA

ALC brake handle

40

USER MANUAL

Figure 7 Trimmers influence on the wing profile

Trimmers closed

Minimal speed and minimal sink

Take-off position

Trimmers in “0” position

Risers of equal length.

Transitional position

Trimmers fully opened

Maximum speed neutral configuration risers length:

A, A', B: 460 mm

shortening [mm]:

-60

-30

D

C B A' A

neutral configuration risers length: 460 mm

D

C B A' A

neutral configuration risers length: 460 mm

lengthening [mm]:

+130

D

+65

C B A' A

41

Figure 8 Trimmer settings influence on speed-system action

Lengthening and shortening values are given in respect to neutral risers length: 460 mm

Full acceleration with closed trimmers:

good speed, easy steering, decreased stability. Classic speed-system action.

This setting is not advised for using speed-system.

Full acceleration with opened trimmers:

small angle of attack, maximum speed.

Great stability and hard steering.

Advised use of ALC system.

-60

D shortening [mm]

-75

C

-90

B

-130

A’

-170

A lengthening [mm] shortening [mm]

+130

D

+20

C

-90

B

-130

A’

-170

A

42

Main suspension lines

Risers

Leading edge

Cell openings

Cell

Trailing edge

Stabilizer

Fot. Iwona Dudek

Dudek Paragliders ul. Centralna 2U

86-031 Osielsko, Poland tel. + 48 52 324 17 40 [email protected]

www.dudek.eu

made in europe