WINDTECH Tonic 25 Manual de usuario
TONIC
manual
3
Windtech
w w w . w i n d t e c h . e s
TONIC
25-27-29-32
flight manual
4
> index
> congratulations –––––––––––––––––––––––––––––– 05
> warning &liability ––––––––––––––––––––––––––– 06
> construction &materials –––––––––––––––––––––– 06
> certification ––––––––––––––––––––––––––––––––– 07
> best glide ––––––––––––––––––––––––––––––––––– 07
> flight –––––––––––––––––––––––––––––––––––––– 08
--launch –––––––––––––––––––––––––––––––––––––– 08
--strong wind ––––––––––––––––––––––––––––––––––– 08
> thermal flying ––––––––––––––––––––––––––––––– 09
> flying in turbulence –––––––––––––––––––––––––– 09
--asymmetric tuck ––––––––––––––––––––––––––––––– 10
--frontal tuck ––––––––––––––––––––––––––––––––––– 10
--asymmetric stall (spin) –––––––––––––––––––––––––––– 11
--landing –––––––––––––––––––––––––––––––––––––– 11
> weather to fly ––––––––––––––––––––––––––––––– 12
> emergency procedures &quick descent techniques –12
--big ears –––––––––––––––––––––––––––––––––––––– 12
--spiral drive ––––––––––––––––––––––––––––––––––– 12
--b stall ––––––––––––––––––––––––––––––––––––––– 13
> maintenance –––––––––––––––––––––––––––––––– 14
> warranty ––––––––––––––––––––––––––––––––––– 14
> technical specifications–––––––––––––––––––––––––15
> line measurements ––––––––––––––––––––––––––––16
> flight log ––––––––––––––––––––––––––––––––––– 22
5
> congratulations
Congratulations on the purchase of your new TONIC DHV 1.
The TONIC has been designed to offer maximum safety for the entry-level pilot, for
schools &pilots that demand no compromise in stability. We strongly recommend that
before you even unfold the TONIC you carefully read this manual in order to be aware
of any general limitations, performances characteristics, take off and flight characteris-
tics, landing procedures, dealing with emergency situation and general maintenance.
We always appreciate your feedback, so please send us your comments, positive or nega-
tive, in regard to the Windtech range.
You are the best feedback and support for future products, and please remember that we
are always happy to give you any help &advice.
best winds
>Windtech team
6
> warning &liability
This manual has been created to give the pilot help and hints to help with the correct
operation of this wing. By no means is this a substitute of a training course, or appro-
priate experience gained with years and hours of airtime, nor is this manual intended to
give pilot´s knowledge regarding flight safety.
Windtech assumes that the purchasing pilot has the appropriate pilot's licence, has
taken a training course, and has the suitable ability and enough experience to safely fly
the TONIC.
This manual cannot be used for operational purposes. The flight log ®istration card
must be filled and stamped by the dealer &returned to Windtech in order to claim on
the guarantee.
The use of this paraglider is entirely at the user's own risk. As with any adventure sport
paragliding is a high risk activity-especially without taking the appropriate precautions
- therefore it must be absolutely understood that Windtech &the dealer do not accept
any responsibility for accidents, losses, injuries, direct or indirect damage following the
use or misuse of this product.
> desing materials
The TONIC is a DHV 1 glider that offers total security with beautiful handling &exce-
llent performance. The performance is exceptional due to a well-defined structure with
36 cells, with diagonals ribs and an optimal line layout to reduce the overall number of
lines.
--cloth
The upper and lower panels are made with 44 gr. Porcher Marine Skytex nylon. The ribs
are made with stronger (heavier grade) nylon of to prevent aerofoil deformation, even
after several years of intensive use. Rib (cell wall) reinforcements are made of Dacron 310
7
&180 gr. Line attachment points are made of polyester.
--lines
The lines are made of Superaramid kevlar covered with a polyester sheath for protection
against wear, UV and abrasion. The lower section of the brake lines is made from
Dyneema. This material is less prone to failure after repeated use through the brake
pulleys.
The riser karabiners, also called "Maillons Rapide "(French for "quick links"), are made
with stainless steel of 800 Dan. Risers are made of pre-stretched polyester of 900 Dan
> certification
The TONIC is an intermediate level paraglider that has passed the DHV level 1with flying
colours. This glider has successfully passed the DHV shock test with a weight equal to
the maximum total (all up) take-off weight. This means that the paraglider is certified to
resist to a load of 8 (eight) times the gravitational acceleration (8 G´s).
As regards the weight range of the glider, ALWAYS be certain that you are within the
correct weight range of the glider. To fly under-weight or over-weight can adversely
affect the stability of the TONIC &flown as such will no longer be a certified glider.
> best glide
Best glide in nil wind, and still air, is
obtained at “trim” speed- that is
brakes fully released and no accele-
rator (speed bar) applied. It is always
best to fly with a light pressure on
the brakes, keeping a “feel” on the
wing in case of unexpected turbu-
lence.
When flying into (against the) wind
a better glide can be obtained by
using the speed system. The follo-
wing is rough guide line as to how
much speed system to apply-With
around 10 km/h of head wind, best
glide is obtained with 25% accelerator applied.
-With around 15-25 km/h of head wind, best glide is obtained with 50% accelerator
applied.
-With around +25 km/h of head wind, best glide is obtained with 75-100% accelerator
applied.
8
When flying downwind ( wind from behind ) the best glide is obtained between 0% brake
and 15% of brake.
The TONIC is a DHV 1 1 accelerated but using the accelerator system close to the ground
is not advisable &it should be released as soon as turbulent air is encountered.
Note that the glide angle is not affected by the wing loading, but that the security is.
Always fly a glider that is the correct size for you, and remember that if your flying
weight is below the stated minimum, the speed range will diminish and inflation pro-
blems may appear. Also the handling will degrade in turbulent conditions, and it will be
easier to sustain collapses. If your flying weight is above the stipulated weight range, this
will result in a higher minimum speed and faster landing speed and the stall speed of the
glider will also be higher.
> flight
Each and every glider has a checklist
note passed though our strict quality
control in the factory. This included line
measurement, ground inflation and
flight testing. Contact your distributor
for more information about this, and if
your glider has not been pre-inflated ask
him to do so for you. Every glider should
be test flow before it is sold.
Note that each glider has a unique stic-
ker attached to the centre airfoil with
the serial number, type of glider, size and
weight range.
We recommend that your first flight on
your new glider be on a gentle slope in calm conditions before making your any further
higher flights, just to check the glider and for you to get used to flying it .
We also recommended that you use a harness that has an ABS cross strap system and
the maximum width possible for the chest strap is 38 cm between karabiners..
For you own safety, we strongly recommend the use of back protection, helmet and
Windtech WindSOS reserve.
> launch
Choose an open space free of any obstacles, especially trees and power lines.
Open your glider in a slight horseshoe arc (semi-circle) &thoroughly check that you have
no knots or line twists. Make sure your helmet is securely fastened &clip into your har-
ness making sure all straps are securely fastened.
9
Connect risers to your harness making certain that your karabiners are fully closed & you
have no twists in the risers.
> strong wind
We do not recommend taking off, or flying, with a wind speed higher than 25 km/h; this
may change depending of pilot´s experience, but we remind you that flying in poor wea-
ther conditions is the single greatest cause or accidents in free-flying.
We recommended that the reverse launch is the best technique when the wind is strong
at take off. There are many reverse launch methods/techniques which the pilot can learn.
To progress well with your flying, and to be a good pilot, it is necessary to master at least
one of the techniques. If you can achieve 100% control your glider on the ground then
you will be a better, safer pilot in the air &this will also help you to understand the dyna-
mics of a paraglider in flight.
> thermal flying
The TONIC is really wonderful to thermal with.
To achieve the best sink rate the pilot should
use around 35% of inside brake (on the turning
side) and 25% of outside brake whilst using
weight shift to help maximise the efficiency or
turn.
Easing off on the outside brake can change the
steepness of the turn, and help with the your
efficiency in the thermal. This is a more advan-
ced technique &should be practised with an
instructor and/or experienced pilot to perfect it.
With the harness chest strap pulled tight
weight shift is less effective but the security
will be increased and the wing feel more “solid”,
&vice versa. The maximum chest strap distan-
ce karabiner to karabiner should be 38 cm.
> flying in turbulence
Most pilots want to enjoy the pleasures of thermal and coss-country flight. One thing to
always consider is that normally these flying conditions are rougher, stronger and some-
times unpredictable and more difficult to handle which can lead to unstable situations
such as collapses. There will always be some level of turbulence associated with ther-
mals.
If you progress at a nice steady rate, and keep safe, you will find thermal flying will beco-
me a pleasure. With qualified instruction you will actually learn faster, learning how to
10
optimise your thermal skills. A safety (SIV) course is something to consider, as these teach
you how to deal correctly with unstable situations such as collapses, rapid descent
manoeuvres, stalls ands spins, and so you will get far more from your flying.
With the correct technique &qualified instruction the pilot can learn to help stop collap-
ses by flying “actively” & recover the wing more quickly, by the giving the correct input,
when collapses occur. Remember, the glider is tested to recover and so it is always bet-
ter to under-react than to over-react. Over reacting to a situation can prevent the glider
from self-recovering, and recovering air speed, and cause it to enter further unstable
situations.
> asymmetrical tuck/collapse
An asymmetric tuck / collapse is when part (one side) of the wing ( say 20% or even any-
thing up to 90% of the span) tucks or collapses, usually induced by turbulence but some-
times also though poor pilot control in turns and wing-overs.
The TONIC is tested and certified to automatically recover without correction by the pilot
with a maximum direction change of 90 degrees of turn, but with the correct input the
pilot can minimise any turning, and height lose, and help the glider recover more quickly.
There are 3 basic steps to follow immediately if you have a collapse:
1: Weight shift to the flying side of your glider (away from the collapsed side). This helps
stop the rotation &increases pressure in the wing in the inflated side.
2: If needed apply the correct amount of brake to the open (flying) side to slow any rota-
tion (spiral) induced by the collapse. Be very careful not to use too much brake as it is
possible to stall the flying side of the glider, and enter further unstable situations which
may be harder to recover from than the collapse itself.
3: Once the glider has straightened out, or the spiral has slowed, smoothly pull down the
brake on the collapsed side, with a long stroke/pump, &the deflated side of the glider
should re-inflate. As the glider re-opens release the brake immediately but progressively.
With instruction &experience the above will become a reflex action, and the correct
input to give will become second nature to the experienced pilot.
> front/symmetrical tuck collapse
A front tuck /collapse is a symmetric tuck of the leading edge of the wing, starting from
the centre of the canopy to the wing tip. This can be either a tucking of just the central
part of the leading edge of the glider, which can sometimes cause a front 'horseshoe' or
'rosette-ing' of the glider, or even a complete 'blow-out' of the whole canopy in extre-
me situations.
When flying, a front tuck may occur while leaving a strong thermal, or more often while
using the speed system in turbulent air, or sometimes whilst flying down-wind of ano-
ther paraglider &being 'waked' by the wing tip vortices of the glider and turbulence
Este manual sirve para los siguientes modelos
3
Tabla de contenidos
Otros manuales de Aeronave de WINDTECH
WINDTECH
WINDTECH ZEPHYR-2 S Especificaciones técnicas
WINDTECH
WINDTECH EVO Series Especificaciones técnicas
WINDTECH
WINDTECH ZEPHYR Series Manual de usuario
WINDTECH
WINDTECH MAD MAX-2 Manual de usuario
WINDTECH
WINDTECH ARIAL XS Especificaciones técnicas
WINDTECH
WINDTECH Quarx2 Manual de usuario
WINDTECH
WINDTECH Tecno Series Especificaciones técnicas
WINDTECH
WINDTECH RALLY Manual de usuario
WINDTECH
WINDTECH Kinetik Series Especificaciones técnicas
WINDTECH
WINDTECH WINDSOS DRIVE Manual de usuario
