Untitled - Triple Seven Gliders
Contents
1. FRI o A EVE USER MANUAL Version 1 1 Date 16 6 2015 Introduction Welcome Welcome to the Triple Seven Team We are excited that you have chosen to fly the ROOK2 as we are confident that this glider will be the next step in your piloting career We wish you exciting flying adventures Triple Seven Mission Our company s goal is to produce high quality products and technologically innovative gliders of all types and classes We are striving to develop state of the art paragliders with the optinum compromise between safety and performance produced in Europe Your success is our inspiration our goal is your success Manual This document contains complete product information and instructions to familiarize you with the main characteristics of your new glider It contains instructions on how to use and maintain the wing however its purpose is not to serve as learning material to pilot this kind of wing As such this is not a flying manual Flying instructions can only be taught by flying schools and specially certified instructors It is important that you take time to read this manual carefully before the first flight as thorough knowledge of your equipment enables you to fly safely and to maximize your full potential If you borrow or give your glider to another pilot please pass this manual on with it If any use of Triple Seven equipment remains unclear after having read this manual please contact y2. Lower half of the weight range Flying the ROOK2 as any other glider in the lower part of the weight range causes the agility of the glider to decrease and when flying through turbulence its tendency for collapses relatively increases as compared to flying it in the upper wing loading range However reactions after a collapse are less dynamic and sink rate improves Therefore if you mainly fly in weak conditions you might prefer this weight range Upper half of the weight range Again as with any other glider flying the ROOK2 in the upper part of the weight range increases the stability and agility of the glider Consequently there is a slight increase in the glider s speed and also gliding performance especially when flying against the wind If you normally fly in stronger conditions and you prefer relatively more dynamic flying characteristics you should set the take off weight in the higher weight range Reactions after a collapse may be more dynamic in the upper half of the weight range Wing inflation Still being on the training slope and having prepared and checked everything inflate your wing and play with it to get a feel of your new glider while ground handling By doing this you are making a final check of the canopy and lines and that everything is in order You will find that the ROOK2 inflates very easily and smoothly without excessive energy and with minimum pressure while moving forwards For inflation and lifting
3. the wing has no forward motion and at the same time high sink speed When in deep stall the wing is almost fully inflated With the ROOK2 it is very unlikely to get into this situation unintentionally This could possibly happen if you are flying at a very low speed in turbulent conditions Also the porosity of the material and line stretch on a very old glider can increase the possibility of the deep stall tendency If you trained this manoeuvre on a SIV course you would realize that it is very hard to keep the ROOK2 in deep stall If you apply the brakes a little bit too much you enter the full stall If you release the brakes just a little bit too much the wing returns to normal flight If you want to practice the deep stall on SIV courses you need to master the full stall first Fast decent techniques Fast descent techniques should be well familiar to any pilot as they are important resources to be used in certain situations These manoeuvres should be learned at your flying school as a part of paragliding pilot training Nevertheless we recommend practicing these manoeuvres on SIV courses under professional supervision Big ears This is a safe method to moderately loose altitude while still maintaining forward speed To do big ears release any brake line loops around your wrist set your leg on the speed bar but do not push it Now pull the outer A lines the A2 risers in the drawing on both sides As long as you keep the A2 risers pu
4. 19 19 19 19 20 20 20 21 21 21 21 22 24 26 26 9 3 ROOK2 risers arrangement 27 9 4 Line plan ROOK2 28 9 5 Line lengths ROOK2 S 29 9 6 Line lenghts ROOK2 MS 30 9 7 Line lengths ROOK2 ML 31 9 8 Line lengths ROOK2 L 32 9 9 Certification specimens 98 X Safety and responsibility 39 XI Guarantee 40 XII Registration information 41 XIII Get involved 42 XIV Contact 43 ROOKGD Progressive handling offering easy and precise control characteristics Profile and trim speed optimized for good climbing Balanced wing tension together with leading and trailing edge reinforcements for greater stability and good gliding performance throughout a wide speed range Optimized geometry of the suspension lines and materials for reduced drag and better gliding performance Good pitch stability and easy to pilot Light weight and easy launch control EN B LTF B certification ROOK2 is a glider designed by the Valic Brothers made for local soaring and cross country flying The glider s technical design is based on experience and technology of competition wings with great emphasis on ease of flying and safety SL a JE p D ur 2 a A AAA a ES e a ira a T E Who is this glider for This wing is a high performance EN B LTF B certified glider intended for intermediate to advanced pilots that want safety and high performance in this class Intermediate pilots may find this gli
5. the glider you may use only the A1 risers Do not pull on the risers just with your hands instead use your whole harness Your hands should only accompany the rising movement of the wing When the wing is above you apply correct pressure on the brake lines and the glider will stay above you Modifications on the glider Any modifications of the lines or risers speed system cause the loss of the certification similarly to flying the wing outside the weight range Preflight safety Before flying the ROOK2 you should obtain all practical and theoretical training and the certification for flying this kind of wing Pilots should be physically and mentally fit using complete paragliding equipment and flying only in conditions suitable for their level of flying expertise mini e ML E Flying ROOK2 First Flight Now that you have already familiarized yourself with your new glider while ground handling on a training slope you are ready for your first flight For the first flight it is recommend that you choose a familiar flying area and to fly your new glider in calm conditions Preflight check equipment Before every flight you need to do a pre flight check and the inspection of other equipment Learn to do this as it takes no extra time This procedure may vary depending on the instructor pilot or equipment settings Some pilots have their wing always connected to the harness However you should have a consisten
6. this by weight shifting and counter braking the untangled side After that grab the stabilizer s main line on the tangled side and pull it down until it becomes tight again At this point the cravat normally releases itself Possible solutions of the cravat situations consult your SIV instructor e Pulling the wing tip stabilo line Using a full stall but it is essential to be very familiar with this manoeuvre You also want to have a lot of relative height If you are in a situation where you have a cravat and you are low in rotation or even with twisted risers then the only solution is the reserve parachute Negative spin ca i HEY E F In normal flight you are far from negative spin But certain circumstances may lead to it Should this occur just release the brake lines progressively and let the wing regain its flying speed Be prepared for the glider to surge forward compensating the surge with brake input if necessary Full stall A full stall does not occur unintentionally on its own it happens if you pull both brakes for 100 and hold them The wing then performs a so called full stall Releasing the brakes improperly may lead to massive surge of the glider with danger of falling into the canopy This is a complex manoeuvre and as such outside the scope of this manual You should practice and learn this manoeuvre only on a SIV course under professional supervision Deep stall Generally when in deep stall
7. this means flying straight through active or turbulent air so that the pilot keeps the glider above his or her head at all times compensating and correcting any unwanted movements of the wing Few examples e While entering a strong thermal the wing will stay a little bit behind relative to the pilot The pilot should let the brake up allowing the wing to fly faster and to catch up If the wing surges in front of the pilot the pilot should counter brake until the surge is controlled and then release the glider to let it fly normally If the pilot feels a loss of tension on the wing or a loss of pressure on the brakes on one side of the wing he should smoothly apply the brake on the side with loss of pressure and or weight shift to the opposite side until the pressure returns After that again release the brake and or weight shift to the neutral position and let the glider fly normally The key in all cases is to avoid an over correction and not to maintain any correction longer than necessary After each action let the glider fly normally again To re establish its required flying speed You can train or get a feeling for most of these movements safely on the ground while ground handling your glider Good coordination of your movements and coordination with the wing on the ground will enable you a quick progression when actively flying in the air The next step is to attend SIV courses where you should also get a better understandin
8. time to recover the collapsed side by itself To actively reopen the collapsed side after course stabilization pull the brake line on the collapsed side firmly and release it You can do this several times with a smooth pumping motion After the recovery release the brake lines for your glider to regain its trim speed You must be aware of the fact that asymmetric collapses are much more radical when flying accelerated This is due to the difference in weight and the inertia of the canopy and the pilot hanging below t Ki EYE m Symmetric deflations Symmetric or frontal deflations normally reopen immediately by themselves without pilo s input The glider will then regain its airspeed accompanied by a small surge forwards To actively control this event apply both brakes slightly when the collapse occurs and then instantly release the brakes to let the glider fly Be prepared to compensate for the glider s slight surge forward while returning to normal flying Wing tangle cravat A cravat is very unlikely to happen with the ROOK2 but it may occur after a severe deflation or in a cascading situation when the wing tip gets caught in the glider s lines A pilot should be familiar with the procedure of handling this situation with any glider Familiarize yourself with the stabilizer s main line stabilo line already on the ground If a cravat occurs the first thing to do is to try to keep the glider flying on a straight course Do
9. to risers distance cm 44 Distance between risers cm 44 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 A A A A A A A A B A A B B AI AI JA JA JA JA JA A 0 O 35 36 a ys Ty ere 3 Safety and responsibility Paragliding is a dangerous and high risk activity where safety depends on the person practicing it By purchasing this equipment you are responsible to be a certified paragliding pilot and you accept all risks involved in paragliding activities including serious injury and death Improper use or misuse of paragliding equipment considerably increases these risks The designer manufacturer distributor wholesaler and retailer cannot and will not guarantee your safety when using this equipment or accept responsibility for any damage injury or death as a result of the use of this equipment This equipment should only be used by qualified and competent pilots or by pilots under supervision of qualified paragliding instructors You must not use this equipment if you are not trained You alone as a qualified and competent pilot must take full responsibility to ensure that you understand the correct and safe use and maintenance of this paragliding equipment and to use it only for the purpose that it was designed for and to practice all proper safety pro
10. 34 6662 6716 6607 6539 6475 6509 31 Line lengths ROOK2 S Name Length al a2 a3 a4 as a6 al a8 a9 a 10 all a12 a13 A1 1a1 1a2 1a3 1a4 si 1s2 A2 A3 Smain A2 32 1239 1216 424 378 376 392 726 654 354 350 301 235 569 4973 1555 1539 1268 1479 1093 611 4210 4085 4288 4210 Name Length b1 b2 b3 b4 b5 b6 b7 b8 b9 b10 b11 b12 b13 B1 1b1 1b2 1b3 1b4 s2 B2 B3 1429 1401 420 375 385 398 733 660 366 368 280 222 579 4728 1543 1510 1215 1432 1072 4172 4065 Name Length ci c2 c3 c4 c5 c6 c7 c8 c9 c10 c11 c12 c13 c14 2c1 202 203 204 205 206 1C6 153 1C1 1C2 1C3 1C4 1C5 C1 C2 C3 394 314 311 327 377 317 323 346 338 214 318 324 254 218 327 334 244 207 402 432 1351 1061 727 678 1148 1145 1100 4946 4514 4265 Name Length di d2 d3 d4 d5 d6 746 755 643 602 392 246 Name Length bri br2 br3 br4 bro br6 br7 br8 br9 br10 br11 br12 1BR1 1BR2 1BR3 1BR4 1BR5 1BR6 BRI BRII BRIII brmain1 brmain 894 596 764 709 652 992 492 938 940 474 507 521 1176 818 846 800 678 602 2367 2234 2243 1291 1683 Line check Al A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 B13 6197 6173 6171 6126 6107 6123 6060 5989 5899 5895 5669 5603 5455 6142 6114 6117 6072
11. 6049 6063 5995 5922 5846 5848 5622 5564 5461 Line check CI C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 D1 D2 D3 D4 D5 D6 br1 br2 br3 br4 bro br6 br7 br8 br9 br10 br11 br12 6363 6282 6237 6253 6253 6193 6158 6182 6075 5981 5912 5918 5580 5544 6391 6350 6277 6233 6129 6012 7256 6958 6768 6713 6551 6451 6345 6391 6280 6214 6171 6200 EEK Ki EYE m a Ki EYE hm 33 Certification specimens 34 para testcom APAR CEE Bus ii ui as ms Lg kri SP SE en 0 E e HI pra rr n pia Bo eg ee rola TS TE Class B In accordance with EN standards 926 2 2013 amp 926 1 2006 PG 0916 2015 Date of issue DMY 16 06 2015 Manufacturer 777 jadralna padala d o o Model Rook 2 MS Serial number R02 MS A 001 1 2701 5 Configuration during flight tests Paraglider Accessories Maximum weight in flight kg 100 Range of speed system cm 18 Minimum weight in flight kg 80 Speed range using brakes km h 29 Glider s weight kg 5 6 Range of trimmers cm 0 Number of risers 3 Total speed range with accessories km h 15 Projected area m2 21 9 Harness used for testing max weight Inspections whichever happens first Harness type ABS evey 12 months or every 100 flying hours Harness brand Supair Warning Before use refer to users manual Harness model Altiplume L Person or company having presented the glider for testing Valic brothers Harness
12. Length b1 b2 b3 b4 b5 b6 b7 b8 b9 b10 b11 b12 b13 B1 1b1 1b2 1b3 1b4 s2 B2 B3 1496 1468 440 393 402 417 749 674 368 371 293 233 610 4937 1615 1582 1272 1500 1123 4357 4266 Name Length ci c2 c3 c4 c5 c6 c7 c8 c9 c10 c11 c12 c13 c14 2c1 202 203 204 205 206 1C6 153 1C1 1C2 1C3 1C4 1C5 C1 C2 C3 413 329 325 342 395 333 338 363 354 224 318 325 266 229 342 350 256 217 403 435 1413 1119 761 710 1202 1200 1152 5153 4702 4477 Name Length di d2 d3 d4 d5 d6 786 795 678 634 415 261 Name Length bri br2 br3 br4 bro br6 br7 br8 br9 br10 br11 br12 1BR1 1BR2 1BR3 1BR4 1BR5 1BR6 BRI BRIl BRIII brmain1 brmain 936 626 781 746 688 978 551 605 566 486 516 546 1232 857 884 839 709 631 2479 2339 2399 1405 1488 Line check al a2 a3 a4 as a6 a a8 a9 a10 all a12 a13 b1 b2 b3 b4 bo b6 b7 b8 b9 b10 b11 b12 b13 6490 6465 6470 6423 6405 6422 6349 6275 6184 6181 9932 5863 5709 6443 6414 6418 6371 6348 6363 6294 6219 6141 6152 5894 5832 5725 Line check ci c2 c3 c4 c5 c6 c7 c8 c9 c10 c11 c12 c13 c14 d1 d2 d3 d4 d5 b1 b2 b3 b4 b5 b6 b7 b8 b9 b10 b11 b12 6650 6571 6523 6540 6541 6478 6443 6468 6372 6275 6191 6199 5861 5824 6642 6566 6518 6431 6310 7572 7270 7050 7001 6844 67
13. cascades Middle1 cascades Middle 2 cascades Main Main stabilo Brake upper Brake middle 1 Brake middle 2 Brake main RISERS Material Pulleys FABRIC CODE Dominico N30 DMF Dominico N20 DMF Dominico N30 DMF Plastic wire 2 4mm 2 7mm 2 5mm FABRIC CODE Edelrid A 8000 U 070 000 Edelrid A 8000 U 090 000 Edelrid A 8000 U 050 000 Edelrid A 8000 U 090 000 Edelrid A 8000 U 070 000 Elderid A 8000 U 050 000 Liros PPSL 191 Elderid A 8000 U 090 000 Liros PPSL 191 A 8000 U 070 000 Liros DC 40 Elderid A 8000 U 050 000 Edelrid A 8000 U 070 000 Liros PPSL 160 connected A8000 U 120 FABRIC CODE Liros 13 mm black nylon webbing 4x Harken PA18 psi APE ROOK2 risers arrangement hs CI IE A1 riser A2 riser Ears B riser B Stall C riser Maillons Main attachment point Speed bar attachment point Speed bar pulleys 200mm Brake handle Brake line pulley Main brake line Clip for brake handle ROOR2 has no trimmers or any other adjustable or removable device 27 Line plan ROOK2 Pi e s F LE 28 AL SET Line lengths ROOK2 L TR a 29 Line lengths ROOK2 ML 30 ur eee Fa Line lengths ROOK2 MS Name Length al a2 a3 a4 a5 a6 al a8 a9 a10 all a12 a13 A1 1a1 1a2 1a3 1a4 si 1s2 A3 Smain RS ME SE F 1505 1480 443 396 394 411 743 669 356 353 315 246 594 4984 1629 1613 1328 1548 1140 639 4398 4278 4480 Name
14. cedures before and during its use every v iat All ss a prod 38 MAT r PT m E s are fully w inted Ri wad rs months art ccide im er a Country sloveni ia Tel 386 40 777 3 313 Di 4 Email O aa com General T info 777gliders com te 4 a L y Y J at i J E gt E 7 FAIFLE i EYE M gt ile Le Fe LIT 6 _ m a off and you ill not be taken by surprise at cloud base not knowing wh 4 gt 5 Fly together with friends and have fun Share exciting experiences as the first rule of avi tion always have an alternative option or plan B Primoz Susa n yc and let your imagination free In this way you will e k atto do next i k questions and don t forget id sx Aie x LS Doe M MA FE pa O a ws J L y A A eta E 1ave a MISSION on tne take v oe DAS OSA
15. d lines should be replaced by a Triple Seven dealer When replacing a line it should always be compared with the counterpart for adjusting the appropriate length After the line was repaired the wing should be inflated before flying to ensure that everything was done correctly Major repairs such as replacing panels should only be carried out by a Triple Seven distributor or Triple Seven If you are unsure about the damage or in any doubt please contact Triple Seven ca ar HEY E hm Checks and control To ensure the wing s airworthiness the ROOK2 has to be periodically serviced and checked to guarantee that the glider continues to fulfil the EN certification results and to extend your glider s lifespan We recommend a line check and trim inspection every 100 hours or 12 months depending what happens first After that the glider needs to be fully checked after 150 hours or 24 months of usage whichever comes earlier This inspection includes checking the suspension lines line geometry riser geometry and the permeability of the canopy material A certified inspector can then define the check interval depending on the glider s condition Please note that the condition of the glider can vary considerably depending on the type of usage and environment Salty coastal air or dunes will considerably affect your wings material For more information please visit our website 21 Technical data 24 DEN Suspension lines Risers Ma
16. der great for the progression of their piloting XC skills for years whilst experienced pilots will enjoy the comfort of safety and performance on long cross country flights even in stronger air The pilot of this wing should be comfortable with the basic active flying techniques of controlling a glider in active air naturally preventing pitch or roll movements As with any glider we recommend constantly improving your basic and advanced flying skills Certification The ROOK2 has passed the European EN B certification for all commercially available sizes The homologation results are enclosed at the end of this manual U X I Designer s thoughts Our design goal from the beginning was to upgrade the overall good feeling of ROOK2 predecessd We have managed to GO gain big leap in performance whichawill remain manageable 711111 for wide range of pilots in class B Designing this Wing was great joy as we knew we are building something that will feel safe and yet very performative in hands of many pilots Lg Urban Vali before flight Elements components The ROOK2 is delivered together with a rucksack inner bag compression strap Triple Seven T shirt and USB key with this manual Assembly Before you rush to the first take off we recommend you take your time to unpack and test your equipment on a training slope In this way you will have time and will not be
17. distracted or rushed to prepare your equipment and you will be able to do your first pre flight check properly The place should be flat free of obstacles and with light wind This will enable you to nicely inflate the wing and also familiarize yourself with it while ground handling Every glider has to be checked by a Triple Seven dealer however as a pilot you want to do a proper pre flight check yourself Firstly prepare and spread out the glider like you would normally do While you are spreading out and walking along the glider observe the fabric material for any abnormalities When you are done with the inspection of the canopy grab the risers and spread the lines check if the risers and maillons carabiners are properly closed Identify and disentangle the A1 A2 B C risers and the lines including the brake lines Connect the risers main attachment points correctly to the harness watch for any twists iki A and make sure that the main carabiners are properly closed Harness The ROOK2 has passed EN B certification testing using a GH ABS type harness This certification allows the ROOK2 to be flown with most of the harnesses on the market but keep in mind that the change of a harness greatly influences the feeling of the glider depending on the effectiveness of the harness weight shift Check with the harness manufacturer or with your instructor whether your harness is of the proper type The length of the harnes
18. dures and dangers which are specific for winching We do not recommend using any special towing device which accelerates the glider during the winch launch Aerobatics The ROOK2 was not designed for aerobatics therefore these may not be performed on this glider In addition to this any extreme manoeuvres place unnecessary stress on the glider and shorten its lifespan Primary controls failure If for any reason you cannot use the brake lines you have to pilot the wing to the landing place by using weight shift Weight shift should be enough to safely land the glider You can also use the C risers to control and steer the wing Be careful not to over handle the glider by using the C riser technique when steering By pulling the C risers too strong you can cause a Stall or a negative spin Land your glider at trim speed without using the C risers to avoid over handling the glider low above ground We recommend using weight shift ca ar HEY E hm Landing Similarly to the take off the ROOK2 s landing characteristics are easy In turbulent conditions it is advisable to apply about 15 of the brakes to increase stability and the feeling of the glider Before landing adopt the standing position as this is the most effective and the safest way to compensate the touch down with your legs Again we recommend training the landing manoeuvre as it might be useful to be able to land in small places especially in an unknown cross country terra
19. g of the full brake range and the glider s speeds Flying in turbulence Wing deflations can occur in a strong turbulence The ROOK2 is designed and tested to recover without pilot s input in almost all situations by simply releasing the brakes and letting the glider fly To train and understand all the manoeuvres described attend SIV courses 16 Cascade of events Many reserve deployments are the result of a cascade of over corrections by the pilot Over corrections are usually not problematic because of the input itself or its intensity but due to the length of time the pilot continues to over handle After every input you have to allow the wing to re establish its normal flying speed Note that over corrections are often worse than no input at all Asymmetric deflations Strong turbulence may cause the wing to collapse asymmetrically Before this occurs the brake lines and the feeling of the harness will transmit a loss of pressure to the pilot This feedback is used in active piloting to prevent a collapse If the collapse does occur the ROOK2 will easily re inflate without the pilot s reaction but the wing will turn towards the collapsed side To prevent this from happening turn and actively recover the asymmetric collapse by weight shifting and applying appropriate brake input on the side that is still flying Be careful not to over brake your wings flying side This is enough to maintain your course and give the glider enough
20. hould be adjusted on the ground so that your legs are fully extended at the point of full accelerator travel While setting the speed line lengths make sure they are long enough so that the speed system does not accelerate the glider by itself If in doubt how to properly set the accelerator system please consult your instructor or Triple Seven dealer Brakes adjustments The length of the brake lines has already been adjusted by the manufacturer and is the same as used during the certification test flights The length is set and fine tuned during the development of the glider therefore generally there should be no need to adjust them We recommend flying this setting for a while and you can still change it afterwards if you wish to do so If you change the length of the brakes do it in a step by step process of 2 cm at a time Bear in mind that if you make the brake lines too short they might be applied unintentionally while the speed system is being used Weight range Each size of the ROOK2 is certified for its own weight range The above mentioned weight includes the weight of the pilot and complete paragliding equipment together with the glider harness all accessories and optional ballast Every glider changes its characteristics by changing the take off weight We recommend that you always fly your glider in the specified weight range To measure your take off weight step on a scale with all your equipment packed in the rucksack
21. in Learn to evaluate the wind direction by observing the signs on the ground and also your drift while making turns This proves to be useful for cross country when landing outside of your usual landing field Another advice we suggest taking into account in stronger winds is to go higher for the landing fields and thus assuring you reach them Likewise always look for possible alternatives downwind Maintenance General advice Careful maintenance of your glider and the following simple guidelines will ensure a much longer airworthiness and performance of your wing e Pack your glider after you land and do not unnecessarily expose it to UV radiation by leaving it on the landing site unpacked The sun UV radiation degrades the cloth and lines material Fold your glider like recommended under the section of packing instructions If the glider is damp or wet when you pack it partially unfold it at home to allow it to dry Do not dry it in direct sunlight e Avoid exposing the glider to violent shocks such as the leading edge hitting the ground e Avoid dragging the glider on the ground or through rocky terrain as you might damage the lines or canopy e Avoid stepping on the lines or canopy especially when they are lying on a hard surface e Avoid exposing the glider to salt water as it damages the lines and the canopy material wash with fresh water e Avoid bending your lines especially in a small radius e Avoid opening y
22. in lines Middle cascades Upper cascades Brake lines nn en i al ES Ua p e dd I z Pa Canopy Bottom surface Top surface Leading edge Trailing edge Intake cell openings 25 Technical data SIZE CELLS FLAT PROJECTED RISERS ROOK2 S ROOK2 S ROOK2 MS ROOK2 MS ROOK2 ML ROOK2 ML ROOK2 L ROOK2 L TRIMS IN FLIGHT WEIGHT GLIDER WEIGHT CERTIFICATION 26 NUMBER AREA SPAN ASPECT RATIO AREA SPAN ASPECT RATIO LENGTHS mm LENGTHS mm LENGTHS mm LENGTHS mm LENGTHS mm LENGTHS mm LENGHTS mm LENGHTS mm MINIMUM MAXIMUM XXX XXX 575 380 XXX XXX XXX XXX kg kg kg EN LTF ROOK2 S ROOK2 MS ROOK2 ML ROOK2 L 57 57 57 57 23 7 26 28 3 30 6 11 6 12 0 12 6 13 1 5 6 5 6 5 6 5 6 20 21 9 23 8 25 8 9 1 9 4 9 9 10 3 4 1 4 1 4 1 4 1 B c XXX XXX STANDARD XXX XXX ACCELERATED S Distance between pulleys xxx 575 575 STANDARD 455 575 ACCELERATED MS Distance between pulleys 180 XXX XXX STANDARD XXX XXX ACCELERATED ML Distance between pulleys xxx XXX XXX STANDARD sa D0 ACCELER ATED L Distance between pulleys xxx ROOK2 S ROOK2 MS ROOK2 ML ROOK2 L NO NO NO NO 65 80 95 110 85 100 115 130 5 2 5 6 6 1 6 6 B B B Materials description CANOPY Upper surface Bottom surface Profiles Nose reinforcement SUSPENSION LINES Upper cascades Upper cascades Upper cascades Middle1 cascades Middle1 cascades Middle1
23. lled the wing tips stay folded and the sink speed increases To regain normal flight release the A2 risers and if necessary apply the brakes with short impulse movements Release big ears at least 100 meters above the ground While using big ears the wing speed decreases which is why we also recommend using the accelerator half way in combination with big ears to maintain enough horizontal speed and to also additionally increase vertical speed Be careful not to pull the brakes while making the ears Steering is done by weight shift only Always do the big ears first and then accelerate not the other way around as you will risk getting a frontal collapse B line stall While in the B stall the glider has no horizontal speed and the sink rate increases to about 8m s To enter the B stall reach for the B risers just below the maillons and pull both B line risers symmetrically for about 20 cm To exit the manoeuvre simultaneously release both risers quickly On exit the ROOK2 2gently dives without deep stall tendencies Spiral dive The spiral dive is the most demanding of all three manoeuvres Big ears B stall Spiral and should only be trained gradually and always at high altitude The spiral dive should be practiced and learned on a SIV course under professional supervision To enter the spiral weight shift to the desired side and gradually apply the brake on the same side Then let the wing accelerate for two turns and you will enter
24. orward or reverse launch Try to divide and practice the take off procedure in three steps 1 Inflating and raising the glider 2 Controlling the wing and wing check 3 Accelerating and take off It is always advisable to practice and improve proper launching techniques as this reduces unnecessary additional stress before the take off 14 Wind speeds up to 25 to 30km h are considered strong and extra care is required for the flight If you are launching in strong winds we recommend the reverse launch technique with your brakes in the right hands at all times Launch the glider with a gentle pull and then walk towards it if necessary to reduce the relative wind force When the glider is above you gently control the wing and take off Line knots or tangles If you fail to observe a line knot or you find yourself flying with a knot before being able to prevent the unintentional uncontrolled take off try to stay away from the ground or other pilots by flying away from the mountain before taking any corrective action on the wing This means that you weight shift and or counter brake the opposite side of the wing and control the flying direction with the least amount of force needed for the wing to fly straight away from the mountain Be careful not to apply too much brake or to fly too slowly to avoid a stall or spin When you are at a safe distance away from the mountain and you have gained relative height by flying away you may want
25. our glider in strong winds without first untangling the lines In general avoid exposing your glider to very hot or humid environments UV radiation or chemicals 20 Packing instructions It is important to correctly pack your glider as this prolongs its lifespan We recommend that you fold the glider like a harmonica neatly aligning the profiles with the leading edge reinforcements side by side The wing should then be folded in three parts or two folds The wing should be packed as loosely as possible While packing be careful not to trap any grasshoppers inside your canopy as they will tear the canopy cloth This technique will make your glider last longer and ensure its best performance t Ki EYE m Storage Correctly packed store your glider in a dry place at room temperature The glider should not be stored damp wet sandy salty or with objects inside the cells of the glider Keep your eguipment away from any chemicals Cleaning If necessary always clean your glider with fresh water and a cloth only without using any cleaning chemicals This includes also the lines and canopy More importantly always remove any stones or sand from the canopy as they will gradually damage the material and reduce the glider s lifespan Repair To repair small damages less than 5cm on the canopy cloth you can use the rip stop tape Greater damages including stitches and lines must be repaired by a specialized repair shop Damage
26. our local paraglid ing instructor your Triple Seven importer or Triple Seven This product manual is subject to changes without prior notice Please check www 777gliders com for the latest information regarding our products Introduction Welcome Kika Fa Summary 1 ROOK2 Il Introduction 1 1 Welcome Ilii Triple Seven Mission II Manual 4 ROOK2 4 1 Designers thoughts 4 2 Who is this glider for 4 3 Certification 5 Before flight 5 1 Elements components 5 2 Assembly 9 3 Harness 5 4 Accelerator settings 9 9 Brakes adjustments 5 6 Weight range 5 7 Wing inflation 5 9 Preflight safety 6 Flying ROOK2 6 1 First Flight CO 0 LU SHIA gt IE CO a La a D ID ID JH JH O JO JO JO 5 8 Modifications on the glider ht ee U U N 6 2 Preflight check eguloment k n a HE Eb 6 3 Final preflight check 6 4 Inflation control take off 6 5 Line knots or tangles 6 6 Normal flight best glide 6 7 Minimum sink 6 8 Accelerated flight 6 9 Active flying 6 10 Flying in turbulence 6 11 Fast decent techniques 6 12 Winch launch 6 13 Aerobatics 6 14 Primary controls failure 6 15 Landing Maintenance 7 1 General advice 7 2 Packing instructions 7 3 Storage 7 4 Cleaning 7 5 Repair 7 6 Checks and control VIII Packing ROOK2 9 Technical data 9 1 Technical data 9 2 Materials description 14 14 14 15 15 15 15 16 18
27. ovide better performance while gliding against the wind and through a sinking air mass The ROOK2 was designed to be stable through its entire speed range but this requires the use of active flying techniques Note that any glider becomes less x PRIPLE HE E hm stable while flying accelerated and that the risk of a collapse is higher in accelerated flight Additionally the reaction of the glider to a collapse in accelerated flight is more radical in comparison to the one which occurs at trim speed We recommend that you avoid accelerated flight near the ground and to be very careful using the accelerator in turbulent conditions Use a soft speed bar which enables you to accelerate the glider by using only one leg To control the direction use weight shift To control the pitch change the amount of the speed bar Do not use or pull the brakes while using the speed bar Use the speed bar progressively when accelerating and instantly release when you feel a slight loss of tension pressure or even a collapse If you encounter a collapse while using the accelerator release the speed bar immediately before taking any other corrective action Always keep more distance from the ground when using the speed bar Active flying This is a basic flying technique for any intermediate and advanced pilot It implies permanent control and the correction of pitch and roll movements together with the prevention of any deflations or collapses In a nutshell
28. s chest strap affects the distance between the main carabiners and the wings handling as well as your stability in the harness Tightening the chest strap increases your stability but greatly increases the risk of twisting after a collapse A tight setting also increases the tendency to maintain a deep spiral As a rule of thumb a more opened chest strap gives you more feedback from the glider which is good for your climbing efficiency and increases safety in a flying incident But we strongly recommend adjusting the length of the harness chest strap according to the lengths used during certification This setting varies according to the harness size from 42cm to 50cm Check the settings used during testing under the certification specimen section We recommend that your first flight with the ROOK2 is not also with a new harness Another rule of thumb is if you want to experience the feeling of new equipment change only one part of equipment at a time kth AA Accelerator settings The ROOK2 speed system increases the speed of the glider by 14km h with the accelerator at full travel from trim speed at 38km h to full speed at 52km h Before attaching the accelerator system to the ROOK2 risers check that the speed system inside your harness is correctly routed and that all pulleys are set correctly Make sure there are no knots or other obstacles that might make the accelerator get stuck during usage The length of the speed bar lines s
29. t method of checking and preparing your equipment and doing the final pre flight check 1 After the arrival on take off assess the suitability of flying conditions 2 While walking around the canopy preparing and spreading out the wing you should at the same time inspect the canopy 3 After you check the lines and connect the risers to the harness grab the lines and slide them through your fingers as you walk towards the canopy In this way you double check that the lines are not tangled stuck or damaged Qu preflight check Strap into the harness The leg straps should be the first to be connected on the take off and the last ones to be released after the flight Make sure you are strapped in correctly and wearing a helmet 2 Check the risers for a twist and that the carabiners are properly closed Check if the speed system is not affecting your risers accelerating unintentionally 3 Check the lines The A riser lines should be on top and all lines untangled Check if none of the lines are lying over or below the canopy 4 Check the canopy The glider should be spread out in the shape of an arch and all cells open 5 Check the wind take off and airspace The wind should be favourable for take off and the pilot s level of expertise Airspace should be cleared together with the take off area Inflation control take off The ROOK2 has easy take off behaviour and does not require any additional advice regarding the f
30. the spiral dive While in the spiral you can control your descent rate and bank angle by applying more or less inner brake Depending on how steep the spiral is you may need to use also outer brake To exit the spiral dive we recommend that the pilot is in the neutral weight shift position If you release the inner brake the wing exits the spiral dive by itself The ROOK2 has no tendency of a stable spiral but you should be aware of the procedure for exiting a stable spiral To exit a stable spiral dive weight shift to the opposite side of the turn and apply the outer brake until feeling the deceleration of the wing rotation Then release the outer brake and let the glider decelerate for the next couple of turns To avoid a big pendulum movement after exiting the spiral apply a short brake input on the inner side before the glider exits the spiral Warnings Spiral dive There is a possibility of losing consciousness while in the spiral dive Never make a spiral with more than 16 18m s sinking speed In fast spirals it may be necessary to apply the outer brake to begin exiting the spiral dive If practicing the spiral dive low a pilot may not have enough altitude or time to safely exit this manoeuvre Winch launch The ROOK2 is easy to launch using a winch and has no special characteristics considering this kind of launching To practice this launching technique special training is needed and you have to be aware of the proce
31. to gently and briefly pull the lines that are tangled with the knot If the knot is on the brake lines you might want to gently and briefly pump the appropriate brake line Please note that by pulling the lines the knot may get stuck in a worse position and the situation may escalate also to a Stall or spin Therefore if you estimate that you can control the wing PRIPLE HEY E m relatively safely and that the knot is not released by gently and briefly pulling the tangled lines immediately fly to the landing zone and land safely Normal flight best glide Without any brakes applied and without using the accelerator the wing flies at the so called trim speed In calm air this is theoretically the best glide speed The best speed glide depends on the gliders polar and air mass vertical and horizontal speed We recommend reading more about the theory of the best glide and McCready theory Minimum sink If you apply brakes on both sides for about 15 to 20cm you will slow the glider to the theoretical minimum sink speed But we do not recommend using this speed even for thermalling as you achieve much better climbing and control by letting the glider fly with its trim speed and natural energy With a proper take off weight you will find that the glider has great climb reactions and agility Accelerated flight After you get comfortable flying the ROOK2 you can start practicing using the speed system which will pr
Download Pdf Manuals
Related Search