Flight Manual
Flirt
Manufactured by:
SKY Paragliders
Kadlčákova 1466
739 11 Frýdlant nad Ostravicí
Telephone: 0658/676 088
Technical Description
Technical Data
Model
Number of Cells
Area (m2)
Flat wingspan
Aspect Ratio
Weight
Take-off Weight
Speed (km/h)
Maximal Speed (km/h)
Flirt 24
59
24
11,74
5,74
5,5
65-80
22
50
Flirt 26
59
26,2
12,26
5,74
5,9
80-95
22
50
Flirt 28
59
28,4
12,77
5,74
6,3
95-115
22
50
Take-off weight: Pilot plus equipment (incl. canopy)
Materials
Canopy
Lines:
Straps:
Surface
Profiles, diagonal segments
Reinforcements
Threads:
Lines:
Threads:
Straps:
Buckles:
Threads:
SKYTEX- Porcher
SKYTEX- Porcher
Uxo, W 420 Porcher
Pesh
Kevlar
Pesh
Pesh
Stubai
Pesh
The paraglider Flirt was tested according to the standards SHV in Performance category.
The Glider’s Characteristics
Flirt is suitable for pleasure and performance flying. This paraglider of modern design is
devoted for experienced pilots who will appreciate its qualities when flying above the hill and
mainly at the cross country flights. The combination of high stability and the demand for the
performance make the canopy to become a new generation paraglider.
Flirt has got elliptical plot. The cells on the leading edge are open (besides the outer cells) and
the whole leading edge is reinforced. The lines are linked to three strap riser on each side.
Speed system is provided in the standard supply of the canopy and thanks to the double pulley
system it lowers the A, B and C risers. Brake handles are linked to the rear strap of the riser by
a magnet segment.
The glider uses the technology of LST (Load Spread Technology – diagonals) which enabled to
minimise the use of lines and keep the wing clear and stable. This construction enables to
reduce the drag and increase the glide ratio and maximal speed.
The aerofoil used at the construction enables to use the wide speed range with very good
stability.
The glider is especially notable for the all angle stability, its behaviour is clean and the steering
is very easy. The inflation of the canopy is continuous, the take-off is very easy and the landing
is pleasant.
Only the valid pilot licence holders can fly the glider.
Flight
Preflight Check
A thorough visual pre-flight check is essential for the security reasons. Suggested pre-flight
checks:
- the integrity of the cloth and seams on the canopy
- the integrity of the lines
- buckles at the risers with linked lines
It is recommended to go through the check after the landing as you have time enough and
probably the room is more suitable there.
Before the Take-off
If possible, the pilot should unpack and lay the paraglider in horseshoe shape against the wind.
Having laid the paraglider, the pilot is to check that there is no line bellow the wing (the wing tips
lines to be checked separately), he/she has to untangle all the lines leading from the risers.
At strong winds or at the conditions when it is not possible to go through the checks, the pilot is
to check the glider during inflating (as if at the reverse launch).
Take off
The glider is easy to start both the front and reverse ways.
During the front launch the pilot starts running and at the same time he/she pulls the A risers.
The reverse launch is to be used according to quality of the launch even at moderate winds.
And again the pilot helps the paraglider to inflate by pulling the A risers.
During the final part of the take-off it is suggested to brake a little bit and increase the lift and
take-off at the lower take-off speed.
Before the take-off the pilot goes through five points check (paraglider check, lines, harness,
wind direction and velocity and room enough)!
Turns and Routine flying
Turning is very comfortable with this paraglider. It is possible to lower the sink rate in the turn by
weight shift. Note: When turning aggressively the glider sink is higher than at straight flight.
The maximal glide ratio could be achieved by releasing the brakes at maximum. The minimum
sink rate is attained by lowering the trailing edge by about 15 cm.
Extreme Flying Manoeuvres
Paraglider Flirt was certified (according to the SHV standards) as Performance paraglider. To
get the certification in this category, the glider must prove during flight tests, that in non thermal
conditions the glider is able to get back to normal flight with a suitable pilot interference from any
of the below stated manoeuvres.
Tests proved that the paragliders gets back to normal flight without a pilot interference.
The main goal at the Flirt construction was to develop a stable glider with good performance
characteristics that might be especially suitable for sport flying. During the tests the paraglider
proved to get out of all the test manoeuvres without the pilot intervene but it is not possible to
guarantee this ideal behaviour at all conditions.
During flying at strong thermal or mechanical turbulence the paraglider might not react so well
as it did during tests. Therefore it is necessary to learn about the ways how to get out of the
situation and – of course – about the situation itself. The pilot should not only rely on the self
recovering reactions of the wing, but should be able by an active flying help the canopy return
back to normal flight.
This chapter is prepared for the paragliders Fever that are loaded according to the technical
data stated above. The pitch of the harness buckles should not be more than 40 cm.
Recovery from the Extreme Manoeuvres
B-stall
The paraglider enters the B-stall when pulling the B risers evenly and rapidly. The paraglider will
get out of the B-stall when the risers are released (it is suggested to release the risers firstly
slowly and last 15 cm rapidly).
The Spiral
The pilots starts the spiral by continuous pulling the adequate brake line. The gliders comes
from a sharp turn into a spiral. The spiral is finished by slow and continuous releasing of the
brake line. It is also possible to enter the spiral by pulling and releasing the brakes and when the
gliders enters the swing the pilot keeps one brake pulled.
Big Ears
When the pilot needs to increase the sink of the glider he/she can pull down two outer lines of
the A riser. After releasing the brakes, the glider inflates itself. The inflation will be quicker, if you
pump the brakes.
Full - stall
Full-stall is one of the most extreme escape manoeuvres and its use - comparing to the regimes
stated above - is highly limited. It is possible to use it for rapid descent or for escaping from the
negative spin. The necessity for practising full-stall is high enough. Practising could be carried
out only above the lake surface.
Based on the company experience during the tests, the following procedure is suggested:
Full-stall is to be entered by pulling down both the brake handles till your arms are straight and
the brakes are pulled at maximum. Before applying the brakes it is recommended to put the
brake line around your hand and thus lower the trailing edge by 10 cm. When applying the
brakes at their maximum, it is suggested to put your arms close to your body to avoid releasing
one of the brakes, which are opposed to a upward strength. It is necessary to stay in the
position at least for 5 seconds and wait till the paraglider stabilises in the descent flight regime.
The regime is to be finished by continuous releasing of both the brakes. If the paraglider surges
forward, it is possible to make the correction by the brakes.
Dangerous Flight Regimes
Front-stall
It is possible to apply the regime by pulling both the A risers till the leading edge collapses. After
letting the risers, the canopy recovers back to a standard flight regime. To recover the
paraglider quickly, you can apply the brakes and “pump the inflation”. Occasionally the regime
could be evoked by thermal turbulence.
Asymmetric Collapse
It is possible to apply the regime by pulling outer A lines (or the whole riser). Usually the gliders
recovers itself. Recovery time could be shortened by gentle brake power on the not collapsed
side and the deflation could be pumped out. This kind of collapse occurs occasionally only in the
strong thermal conditions. In case the lines are tangled in the canopy after recovery and if it is
not possible to pump the problem out, it is possible to repeat the asymmetric collapse several
times till the lines are not released.
Spin
This applies after asymmetric use of control line and avulsions of the streamlines. A spin is
induced when the pilot pulls one control line all the way down very hard and very quickly. It
could be described like this: The pilot flies at normal speed and applies the brake on one side
(the other one might be released), the canopy starts spinning to the braked side. The paraglider
usually recovers from the regime itself. In case the glider stabilises in the regime, the pilot could
induce a full stall or to use reserve.
Sackflug
The flight regime could be induced only by continuous braking in the range between the minimal
and maximal speed. It is not usually possible to stabilise the glider in the regime. In case the
glider stabilises in the sackflug, it is suggested to pull the A risers continuously and shortly.
Spiral Dive
It is not usually possible to stabilise the paraglider in the regime. If this happens it is possible to
finish it by releasing the brake and shifting the weight against the spin direction.
Unknown Flight Regime
If you happen to come to a regime that is completely unknown to you and you do not what to do,
you can release – in case you re high enough – the control lines and wait if the paraglider
recovers itself (it is quite probable with the glider). If you do not operate with high enough, you
can use the reserve.
Lifetime
The lifetime of the paraglider is about 200 flight hours and depends on several reasons. Pilot –
being the owner of the paraglider- influences most of them.
The mechanical abrasion (the canopy cloth permeability increases) is caused mainly at
launches and landings. This abrasion could be minimised by deciding for suitable launches and
landings and of course by excellent take-offs and landings.
The cloth which is used for the canopy degrades by the UV radiation and therefore it is not
suggested to expose the canopy to the sun rays.
When storing, it is recommended to follow these rules:
- store only a dry paraglider, otherwise you face the danger of the cloth degradation
- the place you store your paraglider soul be dry and clean, without any oils and acids
dissolvents.
Cleaning
In case you wet the paraglider in the salt water it is necessary to clean it in fresh water before
drying.
The usual dirt (dust or clay) could be cleaned in warm water without detergents.
Repairs and Checks
The user can repair only a minor damages that cannot influence the flight characteristics. (e.g.
minor tears could be repaired by a sticker). In case of a major damage it is necessary to have it
repaired by a manufacturer.
The gliders produced by our company has to be checked by a technician of the company after
two years and annually after that period. All the checks will be described in the paraglider ID
card and in the table that is part of the glider.
Suitable Harnesses
The paraglider could be used with any modern harness. It is recommended that the harness is
provided with cross straps, which reduce the influences of the turbulent air. It is recommended
to use the harness which could store a reserve and back protector. The pitch of the buckles
should be at least 40 cm.
Harnesses produced by Sky Paragliders meet all the requirements.
Summary
Flirt will be your reliable partner during your flights. Never under estimate the weather conditions
and before the take-off consider your abilities and the local conditions. Paragliding is a full
airsport and brings excellent experiences and certain risks at the same time.
Checks
Date
Date
Date
Date
Date
Repair list:
Stamp and Signature
Stamp and Signature
Stamp and Signature
Stamp and Signature
Stamp and Signature
Guarantee
Model
Production number
Colour
Date of sale
Stamp and Signature of
the Seller
Guarantee
The proper function of the glider is guaranteed for the period of one year. The guarantee covers
material faults and all the production or usage faults.
The guarantee does not cover faults caused by a misuse, non suitable storage, or damages
caused by wrong or rough shipping that does not correspond with the construction of the glider.