User Manual V1
Introduction
Since introducing the original Reflex wing in 1994 into Paramotoring, Paramania has been privi-
leged to be pioneers at the roots of our exciting sport. Mike Campbell-Jones is the designer of your
wing. His history is routed in the development of “powergliders” that exclusively use Reflex wing
sections, coupled with his experience in Microlight aircraft and composite glider design. Your Revo3
benefits from a wealth of knowledge that spans over 30 years, right back to the early days of
hang-gliding.
His team, including two sons Pascal and Remi, work passionately, consistently innovating, improv-
ing many aspects of modern wing design, safety, performance, quality, handling, ease of use and
the fun factor.
Today Paramania is the only dedicated Powerwing manufacturer. Its reputation is one of solid
value. Above all it is the brand that puts the pilots safety first... This wing and manual is part of that
ethos, please read them carefully...
A Paramotor is made up of 3 vital elements- Pilot+Motor+Wing – The Pilot being the most valuable
and is responsible for all decisions. + The Motor must to be reliable and generates thrust that
should never relied upon + The Wing is where all the magic happens, it fly’s! .......It has a life sus-
pended beneath. A pilots choice of wing is paramount to their comfort, safety and development.
Congratulations for choosing the Revo3
The Revo3 is a first in many areas of modern wing design. It answers an important question
“What is the ultimate wing to create a pilot?”
The name “Revo” is one of affection, a “nick name” coined over the years by happy Paramania
pilots, it stands for “ Revolution”.
We think you will enjoy this next revolution - It maybe you never need other!
About the Revo3 Design concept
Your Revo 3 is the very latest in a new generation of super easy to use Paramania wings. It is specially
designed to forgive a pilot of error in ways that have not been present in our sport before. This makes it the
ideal wing start out on and yet performance is clearly intermediate. It has a wide speed range with good econo-
my and a fun level of safe handling to go with it.
As fellow pilots we feel you are likely to continue growing into this wing for several years. it can adapt to suit
most conditions and type of flying its pilot wishes to do. Basically, it will help you develop your skills in relative
safety, as you explore and discover the full extent of what this wing is capable of.
It is important to recognize that the introduction of Reflex (pitch positive) wing sections into our sport was a key
technology. It made possible safe progressive development ever since.
Microlights had a similar story initially developed as powered hang-gliders that over time favored more power-
ful engines and smaller, more stable, lower aspect ratio, wings. It soon became clear that the faster your wing,
the more often you could use it!
Similar interests have pushed forward the evolution of utility/sport paramotor flying. We have moved towards
flying machines on which the pilot needs to spend less time and effort flying actively, responding to every lump
and bump, instead we are now free to focus on navigating, getting comfortably from A to B, or performing other
tasks, such as photography, observation or general flying.
Although your Revo3 wing is designed to fly with the feeling of a conventional paraglider, the Reflex wing
section means that it has an elevator built into its shape. The wing is less dependent solely on payload as its
only source of stability. It maintains its own attitude in pitch, rising and falling through thermals and turbulence,
whilst remaining stable above the pilot’s head, requiring minimal control input.
The trimmer system allows you to raise the rear of the airfoil, effectively reducing the chord and surface area
by some 30%, giving the wing a higher wing loading and increased speed without changing the angle of attack.
The centre of pressure also moves forward adding further to the pitch stability. This redistribution of loading
gives the wing exceptional tuck-resistance and increases the working aspect ratio. The result is a faster, more
efficient wing under power and at speed, much like a traditional powered aircraft.
When requiring more lift at lower speeds, the rear section can be trimmed down to restore a fully flapped
Reflex airfoil hence the Revo3 changes its characteristics, becoming closer to a conventional paraglider with
smooth sporty handling, short slow take-offs and steep climb outs. It's like having two wings in one.
See 3.1 Paramania technology
VIEWS:
Owner’s Manual Contents
1. Introduction – About this manual - Disclaimer
2. Construction
3. What your wing comes with
4. Setting up and understanding the controls (R01, BR01)
5. Flight Operations
6. Launching
7. Forward launching in light winds
8. Reverse launching in stronger winds
9. The climb out
10. In flight handling In flight
11. Flying under power
12. Landing
13. Power-off and Power on landings
14. Using the Trimmers and Speed Bar
15. Flying without engine
16. Test flight example
17. Advanced manoeuvres
18. Basic Care
19. Care and maintenance of your power unit
20. Golden Rules!
21. Technical Data
22. Riser diagrams
23. Data Labels
1 About this manual
This manual helps you understand your Revo3 Wing, It is split into main two sections.
The first is for you the pilot and gives you guidelines in the use of your wing.
The second is for maintenance of your wing, designed to help you and accredited professionals keep your
wing in top flying condition.
These manuals are NOT intended to be used for pilot training, this is reserved for qualified instructors/profes-
sionals. You may only fly an aircraft of any description when qualified to do so or when undergoing training
from an accredited school or Instructor.
It must be understood that flying can be a dangerous activity unless undertaken by properly trained people
flying in a responsible and disciplined manner. As the owner of a Paramania Revo3, you have chosen to fly
one of the safest aircraft of its type available. Nevertheless, in the final analysis, any aircraft is only as safe as
the pilot in control. It is your responsibility to make sure that you have the required training and experience to
be able to make your own informed judgments about how, where, and when, you fly.
Disclaimer
Paramotoring (powered paragliding) is a relatively new activity that is still evolving. Should you have any
doubts about the suitability of the wing for the type of flying you wish to practice, or should you wish to extend
your flying in other ways, we recommend that you seek further guidance from your own instructors or direct
from Paramania* . Under no circumstances should you attempt to copy the type of flying that may have been
demonstrated to you or that appears on any video demonstration of the wing without first receiving proper
aerobatics training from instructors experienced in the use of this wing.
In order to achieve satisfactory performance it is essential* that proper consideration is given to matching this
wing with the appropriate harness, motor and propeller.
Paramania, its directors, employees and agents can accept no liability for any consequences arising from the
use of their products howsoever caused.
* While we can make recommendations, the choice and suitability of any particular harness or motor remains
outside our control and responsibility. All such advice is available from our professional network and interna-
tional network of training centres.
*The Paramania's website offers support for you to become as safe a pilot as possible, visit it regularly for
updates and hot pilot tips...
Paramania.com
2 Construction
Paramania is synonymous with the highest quality construction. We are proud to be associated with a new
partner, Aero Dynamics (web address) Their service is second to none, they make sure such elevated
standards are met and delivered on time. Having a non-industry competitive manufacturing base, has boost-
ed Paramania and enabled us to make many positive changes.
“if our previous manufacturing was at 70% we are now at 100”
Most exciting is that they are a large German run company employing close to 2000 people. they specialize
in many areas, from Kite and wind surf to racing yacht sails and inflatable tents and parts for a well known
automotive brands.
It is clearly visible in our latest wings, that apart from an English speaking workforce that drink tea on time,
this new partnership is enabling Mike to expand his ideas and introduce a fusion of new technology never
before seen in soft wing design/engineering.
Example.
Using the latest hi-tec adhesive materials, developed for kite surf and yacht sails. Every structural seam now,
is both meticulously sewn and stuck. The load distribution and tear strength is so much improved that Mike
has been able to completely re-engineer our wings, they just got lighter and stronger than ever before.
Materials
All our principal material
suppliers are all Europe-
an based. The fabric
100% Porche-Marine,
lines Lyros and most
hardware Peuget. The
bearing pulleys Harken
and just certain bespoke
parts, namely the keeper
system and mallion line
lockers are produced in
house at the factory.
(more details in the
maintenance manual)
The Revo3 – the ultimate Beginner - intermediate wing
As a pilot we feel you are likely to continue growing into this wing for several years. The Revo3 can adapt to
most conditions and style of flying. It will help you develop your skills in relative safety, as you explore and
discover the full extent of what is possible...
3 What your wing comes with
1. Revo3 wing
2. Ruck sack
3. Inner wing bag
4. Multi-bag (for - field packing, dry storage and landing spot!)
5. Riser wing protection sleeve
6. Complete spare main line set (All the lower lines)
7. Basic repair kit (includes:- repair fabric, spare mallions and separator inserts, LE batten
replacement material, Toggle stiffeners)
8. Speed bar
9. WTS system (fitted as standard)
10. Paramania accessories ( a surprise can be - tee shirt, prop covers, windsock depends on
season)
11. This manual in pen drive form (it may also be down loaded from our web site)
4 Setting up the controls
Before flying a must do VIP Hang check is required
The following is best carried out with the help of an instructor or at the very least by an experienced motor
pilot.
Before flying your Revo3 with a motor unit, we recommend that you do a static hang test. This is done by
hanging your motor unit from an appropriate structure from the wing attachment points by using a strong rope
or strap, then by sitting in the harness, and getting an assistant to measure up the risers from the hang points
up. The aim is to make sure that you, the pilot, are able to reach the brakes whilst in flight. Allowance should
also be made for the wind blowing the toggles out of reach.
Brake line lengths
The Revo3 brake control lines come factory set and are fitted with PAL (Paramania adjuster lines)
Unlike many standard systems the knot attaching the control toggle to the line does NOT need adjustment. It
is never necessary to untie this knot unless replacing the line. However it is the only one knot on your wing
and it is important you become familiar with how to tie it
No other type of knot should be used see BR01 diagram
There are 3 positions of the keeper available D riser, these are for use with for use with different motor hang
points.
High - Intermediate - Low
The keeper adjustment on the riser is achieved by unlocking the plastic slider and simply relocating it to the
required position on the D riser.
see R01 diagram and photo sequence
Each position requires a different corresponding brake line length. This is achieved with the PALs These are
mounted at the top of each main brake line towards the wing.
See PAL01 diagram
Note - Higher hang points require longer brake lines, lower hang points, shorter lengths.
Double check brake line lengths pre flight
A useful method for double-checking brake line lengths:
Choose a steady breeze of about 10kph. Ground-handle the wing above your head, with an ordinary harness
or your motor unit on your back. When the wing is nicely level, check that when the brake toggles are up
against the brake pulleys the trailing edge of the wing is not being pulled down. Then as you gently pull the
brakes you should have only a few centimetres of movement before they start to pull down on the trailing
edge of the wing. Make sure it is the same length on both sides.
Note:- It is always safer to have this adjustment too long than too short.
When free flying the wing should always be set up though the top pulley and with the shorter lines.
All new wings leave the factory rigged for low hang points. It is best to seek the advice and assistance of a
local instructor or experienced pilot.
Your wing has been fully inspected, firstly by the factory, and secondly by your Paramania professional.
Should you not be entirely satisfied with your Paramania powerglider please contact them directly. (and if
you’re happy contact us and them anyway :)
Keeper
Magnet +
Slider
Pulley
Magnet
Soft
Riser System
Trimmer
A
B
C
D
WTS
Finger loop
Speed bar
attach here
Toggle
options
Hard
Brake
line
Changing keeper positions for high, medium and low hangpoints
Duncan
knot
Diagram R01
The Duncan Knot
After much research Paramania have chosen this knot to tie brake lines on all its wings.
It is important because this knot maintains full line strength, it is very neat and also acts as a cushioned stop
against the keeper pulley.
PAL adjuster lines
are a unique Paramania invention. Having them fitted on your wing means that all adjust-
ments to brake lines and the WTS (wing tip steering system) are limited to +/- 12cm.
No knots need to be untied and all necessary line adjustments may be made quickly and precisely.
Method
Pass the end through the eye of the toggle swivel. Form a complete loop along-
side the main brake line. Working inside the loop, wrap the end around both lines
five times. Then tighten the loop spirals with a rotating movement, effectively
replacing inner with outer loops. Then fully tighten whilst sliding the loop knot
against the toggle fitting and trim any excess.
Paramania recommend this knot on all its equipment and even if
you have any other wings you should replace ALL knots with this one!
An animation of this knot http://www.animatedknots.com/duncan/index.php?Categ=fish-
ing&LogoImage=LogoGrog.png&Website=www.animatedknots.com#ScrollPoint
see Toggle detail in R01 diagram
WTS
Main brake line
Location of PAL (Paramania Adjuster Lines)
BR01 - diagram
PAL
PAL
5 Flight Operations
Flying with or without a motor
The design philosophy of the Revo3 is that of a high-speed paramotor wing, which also performs well as a free
flying glider and may be flown as such with no adjustment. Slower trim settings reduce internal air pressure
and consequently give a lighter feel to the brakes and a better sink rate. The main difference between the
Revo3 and other paragliders is the increased resistance to tucking. During launch and in flight its greater
speed range and stability mean that it can be flown with safety in stronger conditions. Basically the wing
becomes more stable the faster you fly.
About First flights
We recommend that to get used to your new wing gradualy, depending on your experience, your first flights
should be made in light smooth conditions, using the recommended take off position. i.e. Full slow If you are
used to conventional wings, the Revo3 will feel familiar. Try flying with a small amount of brake - you will
encounter this point at about the one-quarter-brake position where the brake pressures just begin to feel a little
heavier.
When you have become fully confident with your wing, try experimenting with faster trim-settings, weight-shift
and speed bar and enjoy the extra speed and security the Revo3 gives you.
See R 02 and R02 for details and paragraph XXXX
6 Launching
For any pilot especially when you are starting, with or without a paramotor. Forward launching in zero wind is
one of the most difficult things to do achieve. Paramania have paid very special attention to this area, the
Revo3 has been designed with new dual batten leading edge technology (CLE). It is exceptionally easy, it
virtually comes up on its own, rarely over-shoots, and has excellent directional stability.
While there may appear to be no wind this is rarely the case. Its is importaint to make sure of your direction of
take off and it is virtually essential for aircraft of this type to take off and make the initial climb out to a safe
height (relative to the surrounding terrain) into wind.
This makes maximum use of the wind and avoids the danger of losing airspeed when climbing out steeply
through wind gradient. Particular attention must be paid to trees, power lines and other large obstacles, and to
any rotor (vortexes) that they may generate. Remember:- when wind speed doubles, turbulence increases by a
factor of 4.
7 Forward launch
We recommend that when the wing is laid out, all the lines are at full length with little or no slack between wing
and pilot. Next pull the brake lines in, to ensure that the middle inflates first. The Revo3 is easily inflated by
using “A” risers only. When launching simply move forward from this position gently pulling on the “A” risers,
whilst keeping the pressure balanced between each side (meaning the pressure on the “A” risers). The wing
shows little or no tendency to dive overhead, so frontal collapses which so often lead to failed launches, are
rare. Instead the wing almost waits for you to catch up with it.
Note:-In most trimmer positions, the Revo3 requires almost no pull on the “A”s at all, accelerating forward
movement alone will be sufficient.
With an engine unit (foot launch or with a wheeled unit)
Preparing the wing is important. Lay the wing out, downwind of the motor, so that the lines are fully extended
and as if attached to the motor or central focal point, then lay the risers down ready to clip in.
Set the trimmers to fully closed or take off position (faster settings may be desirable in stronger conditions, see
diagram R02).
Make sure that when warming up the engine you do so upwind of the wing, in case a gust blows the wing
towards the motor, and then cut the engine whilst clipping in.
See R02 for ideal take off trim position details
Next carry out the following pre flight checks:
Pilot prepared – clothing safe?
Helmet on and fastened?
Malions securely connected to risers (no twists)?
Trimmers set?
Nothing likely to foul the propeller?
Speed bar system running freely and out of harm’s way?
Steering toggles secure, brake lines free and not twisted?
Engine delivering full power?
Airspace is clear for take off?
Attach the wing and proceed with the launch (as in previous section).
From now on you should try to control the wing whilst facing forwards. If the wing is low behind you and you
turn around, the lines will trail over the propeller. However, falling backwards onto the motor is both danger-
ous and expensive and must be avoided at all costs, even that of a few damaged lines!
During the launch, if the pressure on each of your hands feels even, smoothly open the throttle to full take off
power. If you “trust the trust” leaning backwards against it will help, so that the engine is pushing you along
the ground rather than into it.
It is best to try and leave the brakes alone and just let the wing come up. If it starts to go off to one side,
move sideways and centre the wing, minimum brakes are required. Paramania have done a lot to ensure the
Revo3 has excellent directional stability during launch
As you increase power, try to maintain a constant angle with the motor and smooth power control. Any
sudden changes will alter your course because of the powerful gyroscopic and torque effects.
As the wing comes up the resistance reduces, so long as you keep moving and looking in the launch direc-
tion. If the wing is so far off to the side or behind that it cannot be recovered, kill the engine, abort the
take-off, and have another go.
Feel the wing, it will stabilize above without over-shooting. Allow your run to accelerate.
Only then, when you feel the resistance reduce is it a good time to check your wing, making sure it is nicely
inflated and that there are no tangles. This must be done whilst on the move and without slowing or turning.
Feel for pressure on the brakes, gently come down on them as required to steer or to increase lift for taking
off.
Points to note:-
.So many pilots try to look at the wing as it is coming up, in doing so they usually upset the launch. This is
because when looking they turn their body at the same time, both changing the thrust line and asymmetrically
twisting the risers.
. If your propeller protection cage is flimsy, the pressure of the lines on it during launch may distort it to the
point where it fouls the prop. If this is the case make sure the lines have cleared the cage before you open
the throttle.
. All control inputs should be smooth and progressive.
. Don’t attempt to take off if the wing isn’t definitely overhead. Dangerous oscillations may result if you apply
full power with it too far off to one side.
. Keep your undercarriage (legs) down until you are definitely flying!
. The faster the trim setting, the more brake the wing will need to get off the ground.3.1b In Flight
In flight the Revo3 flies its self, It quickly recovers from most inputs a pilot can throw at it. We recommend
that slow trimmers are used to begin with.
8 Reverse launching for stronger winds
Because the Revo3 launches so easily it is possible to perform a reverse launch with both front risers and one
brake in one hand and the throttle and opposite brake in the other. It is also possible to launch with just brakes
and NO “A”s. If the wind is appreciable then this is the easiest method of launching, but if the wind is light and
variable, the difficulty of running backwards safely with a motor on, may make a forward launch preferable.
It is wise not to open your Revo3 out to the point where it is liable to be caught by the wind until you are ready
to launch, especially if it is already connected to your motor. (With the new duel CLE system, the Revo3 has a
habit of springing into life)!
Lay the folded wing on its back with the trailing edge pointing into the wind.
Unfold it just enough to locate and A line and untwist the risers and checking first that no lines have gone over
the leading edge.
Extend the risers upwind as usual, separating left from right.
We suggest that you pre-twist the risers over each other half-a-turn in the direction in which you wish to turn
during launch and lay them out in this position with the rear risers uppermost. This is because, once clipped in,
the propeller cage on your back makes it virtually impossible to turn without assistance when the wing is on
the ground.
Carry out your standard pre-flight checks now.
Having started and warmed up your motor upwind of the wing, attach yourself to the power unit, face the wing,
approach the risers and clip them on to the appropriate malions.
By pulling on “A” and “D” risers simultaneously the wing rises up like a wall, facing the wind and ready to
launch. The “A”s encourage the air intakes to present themselves to the wind, the “D”s keep it on the ground.
On uneven ground the leading edge of the wing should be level with the horizon. We recommend that you
momentarily raise the wing off the ground to check for tangles and line snags.
Holding risers, brakes and throttle control as outlined above, gently pull the front risers up to lift the wing over
your head. It is unlikely to over-fly you, especially if it is trimmed to fly fast. This may be contrary to what your
paragliding intuition tells you, but on the faster settings (trim neutral) the Revo3’s Reflex wing section stabiliz-
es the wing and prevents it from pitching forward. It may even sit back a little but applying a small amount of
brake makes it pop forward.
When the wing is steady above you, turn around, apply power, and take off. As with forward launching, the
trim/power/brake relationship must be established for the best rate of climb and forward speed.
Hot Pilot tip:-
.Turning around will be much easier if you tilt the wing slightly over into the direction you are about to rotate
into.
If at any time you are not happy with your launch, you can simply abort by lowering the wing to the ground by
using the rear or “D” risers.
. This is a cross-hands reverse launch. You must master this technique before attempting it under power.
No amount of ground handling practice is enough! Your local paramotoring/paragliding school may also assist
you here.
. All control inputs should be smooth and progressive.
. Don’t attempt to take off if the wing isn’t level overhead. Dangerous oscillations may result if you apply full
power when it is off to one side.
. Keep your undercarriage (legs) down until you are definitely flying!
. The faster the trim setting, the more brake the wing will need to get off the ground. Speed systems may
cause problems when clipping in. Don’t get your lines crossed!
Warnings:-
1) Many pilots, particularly if they have trained previously in paragliding, get into the habit of using
the brakes to abort or control their wing in windy conditions - experience has shown us that sooner or
later they WILL put a hand back into a spinning propeller. Always try to use the rear or “D” risers
instead.
2) It has come to our attention that certain paramotors with swan neck attachments, may cause a
problems during the launch sequence where the pilot turns and an arm hooks it self over a riser. this
very rare however may happen if the wing looses pressure during the launch and the pilot turns at this
moment. It can be easily felt during the take off run, as wing pulls aggresivly to one side. abort and
start again. Do not take off, it is a dangerous situation. If you do, then fly straight controling with brakes
and weight shift and if possible dont climb out and and land immidiatly...
9 The climb out
Under power the Revo3 behaves more like a powered fixed wing aeroplane than a paraglider, and it
helps to think of it as such. Provided there are no obstacles in your path, it is often safer to fly level
with the ground after take-off, gaining more speed before converting it into considerable height using
the brakes and then easing off into the climb out.
The other reason for not climbing out too steeply is the risk involved if the engine fails i.e. a stall and
diving recovery. Although the Revo3 will not sit back behind you the way some wings do, a slow
forward speed and high angle of attack are still likely to put you into a state dangerously close to
stalling should your power source suddenly fail. Take care to set up a reasonable approach. Don't
make things hard for yourself - fly with sufficient airspeed at all times, and keep your airspeed under
control at low altitudes.
Once off the ground and flying safely, continue into wind using the engine thrust and brakes to achieve
the desired climb rate.
Depending how the hang points are set up on your power unit you will feel to a greater or larger extent
the propeller torque. It may be necessary for you to steer against it to maintain direction.
However if you are countering the torque effect during a steep climb with a lot of power, take care as
there can be a risk of stalling, simply ruducing power will reduce the effects.
Because all paragliders have a large distance between the thrust of the engine unit and wing, applying
power suddenly has a big effect. Therefore care should be taken especially during climb out or close to
the ground.
Warning:-
Don't attempt to climb at too steep an angle or use too much brake to force a higher climb rate will only
degrade the climb by creating extra induced drag, and with the addition of lots of thrust could result in
a stall or spin.
10 In Flight - handling
The Revo3 is a beginner / intermediate wing which has been designed to be fun and responsive. Despite its
lively feel the Revo3 is remarkably forgiving in all areas of its flight envelope - it encourages pilots to have
fun whilst providing a relatively safe playground.
It does have an progressive roll rate - the controls are light and responsive (particularly on the slower trim
settings).
As with anything new, we recommend that you get into it gently and don’t rush, give it time, be smooth and
concise with the controls, and above all, make sure when you start a turn to finish it properly!
The Revo3 is very stable and makes well coordinated turns. With experience you can make the best use of
thermal cores and with the addition of a little outside brake you can achieve even flatter turns, its sink rate
on full slow is comparable with most other conventional intermediate gliders. With the trim fully released, the
wing takes on more solid characteristics, carving through the air with increased pitch stability, its glide at
speed is impressive and so means less time is spent in sinking air masses before reaching the next thermal.
At full speed the WTS system or simply weight shift become more effective than the brakes. A conventional
paragliding pilot, used to flying actively, may take time to gain sufficient confidence to “let go” of brakes, but
its a fact that once you realize how much the revo3 is doing for you and do, it’s a whole other world!
11 Flight with power
For powered flight many of the characteristics are the same. As you get more experience you can use the
thrust to assist in turning. However there is a certain amount of additional information, particularly where the
addition of the thrust of the power unit and correct matching of the wing to the motor unit is concerned.
Special notice
Paramania cannot be held responsible for the multitude of combinations possible, however if you wish to
contact us we can offer some advice.
See diagrams WWP01 - WWP02 for Paramania recommendations for
Foot Launch and Trike - Pilot weight - wing size and engine power
Engine torque and power induced oscillations
The Revo3 is particularly stable. However certain combinations of weight, power, and propeller size can
cause oscillation where the torque and gyro effects lift the pilot to one side. This usually occurs when climb-
ing rather than in level flight. Weight shift is the best counter measure. Oscillation usually occurs on high
power settings - more power and a larger propeller cause more potential for oscillation. It could be that your
control inputs are amplifying the oscillation. In this case, throttling back and flying hands-off should take care
of the problem.
It is quite common even for experienced pilots to be too busy on the controls, this is referred to as pilot
induced oscillation, and the simple answer is to stop moving your hands, (this may mean putting them
against the risers to check any movement).
To counter this you can:
• Make sure you complete your turns by being smooth on the controls.
And/or
• Change the throttle setting and reduce the level of power.
And /or
• Adjust the torque strap if fitted.
And/or
• Shift your weight in the harness.
And/or
• Set up the wing tip steering (WTS) device to adjust out the torque effects.
12 Landing
The Revo3 has a good glide angle, so forward planning is required on approaches. During the landing 'flare',
the brakes, light at first, become progressively heavier over a healthy amount of travel, giving plenty of
warning of a stall. With trims on slow the wing lands easily. Air speed is your friend on approach, then a
progressive flare, converting speed into lift, till the moment of touchdown. When landing with the fast trim on,
the process of bleeding off the extra speed to land can take longer and require more distance. In this mode
there is a lot of stored energy, so you may find yourself climbing out again if you are not smooth on the
controls. However, the brakes are very powerful, so the last bit of brake travel really shuts the wing down and
slows you up.
It does not take long to develop the confidence to fly in stronger winds than normal, but great care must be
taken when flying down wind near the ground.
After landing in high winds the wing may be deflated with confidence using a strong pull on the rear or “D”
risers, or, off to one side with a brake, in which case it is a good habit to watch the wing tip go down - it will
save propellers etc!
Hot tips
Get good at landing by making every one a spot landing - the Paramania multi bag is also a spot.
Try to look forward as if at walking upright during the approach. This is because we are all used to being our
hight above the ground, we therefore recognise it right away and have a natural sense when is time to start a
precise flare on the brakes.
looking straight down, it is hard to judge altitude and as approach arrives confuses your mind with ground
rush.
Try not to fixate on objects that you can crash into - focus only on open spaces or landing spots!
Trimmers closed - slow Trimmers middle - half Trimmers open - fast Speed bar on - faster
fasterslower
R02
- Risers - speed range
Take off ideal
Cruise + handling
Fast - cruising
Fastest
foot launched operation Trike operation
min limits sporting Ideal flying weight sporting Max limits Min limits sporting ideal flying weight sporting Max limits
wing size type min flying weight (no power) ideal powered flying weight max foot launched trike min trike ideal weight trike max
Beginner/inter
REVO-3 20M 40 65 80 95 120 80 115 130 145 150
REVO-3 23M 55 75 90 105 130 90 135 150 165 170
REVO-3 26M 65 85 115 130 145 115 155 170 185 190
REVO-3 29M 75 95 135 150 160 135 175 190 205 210
13 Using Trimmers, WTS and Speed bar
Trimmers
Once you have more experienced, then start to use different trimmer settings – It is recommended to
practice using the trimmer during a static hang check.
It is important to actuate the trimmer whilst pulling down in line with the risers.
1. It does not wear the webbing
2. It is easier to pull.
The greater speed range trimmers give you, will require some management. however once you have
mastered them, you will quickly realize the extra possibilities are pure practical fun.
WTS
The WTS system is best applied with an arc motion, so outwards away from the pilot then downwards, This
is because the pulley system works better. If you just pull straight down then the effort is quite resistant as
the Pulley blocks in between the angle of the lines at the top of the “D” riser.
The pulley is a necessary design feature as it means that whatever the trimmer position the WTS stays the
same length.
Speed bar
Get to know your speed bar! We can’t emphasize enough the value of using it. It increases speed, by as
much as 20% and, in the right conditions, can greatly enhance your maneuverability, stability and your
safety.
With the SB the wing cuts through turbulence better. However, if any instability is encountered due to
excessive turbulence it is recommended to release the bar and to return to normal flying mode. The SB is
primarily for use during straight and level flight but as you become experienced, careful release of the bar
whilst entering turns, has an effect similar to pulling the stick back on a conventional aircraft. So enhancing
maneuverability.
You can use it to “surf the thermals” i.e. progressively apply the speed bar in lift and turn it into forward
speed, then, ease off on the bar as you exit the thermal whilst entering sinking air and convert that speed
into lift.
Its most important usage is a safety issue. When its vital to make headway against stronger wind.
For example:- A serious situation commonly happens near the coast, when an off shore breeze picks up in
strength and you need to make headway so you dont get blown out to sea.
The speed bar can be used with confidence across the whole range of trim settings,
See diagram R02
15 Sizing a wing to your needs
The following Diagrams WWP01 and 02 are designed as purely a guide - to assist pilots and proffessionals
in making the correct choices of Revo3 wing size relative to pilot skill level, pilot / engine weight and engine
power.
Note - the Hang Point widths are an important detail
WWP02
Paramania - Revolution 3 - Beginer - intermediate wing
10-20 20-25 25-30 30+
Engine horse power CV
Advanced skills required
Sporting skill level
Ideal target weight
Pilot skill level - relative - weight range and engine power
the weight of the wing. They are for operational use between MSL and 1000m (3300ft) – it is recommended that a pilot uses a size above for general
operation at higher altitudes.
Intermediate “Hang Point” widths for foot launch of between 36 - 45cm are recommeded for all Paramania wings
Warning - Pilots choosing to operate outside these parameters, do so at entirely at their own risk!
paramanual-revo3-FL-v2-UK 10-4-2016
40
65
80
95
120
REVO3-20m
55
75
90
105
130
REVO3-23m
65
85
115
130
145
REVO3-26m
75
95
135
150
160
REVO3-29m
80
115
145
150
REVO3-20m
90
135
150
165
170
REVO3-23m
115
155
170
185
190
REVO3-26m
135
175
190
205
210
REVO3-29m
Paramania - Revolution 3 Trike use - Beginer - intermediate wing
15-20 20-30 40+
Engine horse power CV
Advanced skills required
Sporting skill level
Ideal target weight
Pilot skill level for type - relative - weight range
the weight of the wing or reserve systems. They are for operational use between MSL and 1000m (3300ft) –
It is recommended that a pilot uses a size above for general operation at higher altitudes.
For trike usage Intermediate to high “Hang Point” widths of between 45 - 65cm
are recommeded (this is for all Paramania wings)
Warning - Pilots choosing to operate outside these parameters, do so at entirely at their own risk!
Paramanual-Trike Weights -Revo3-UK-v2 -10-4-2016
30-40
WWP01
146
,6F
44
33
26
20
56 54
1
2
0
3
26
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