I would like to have my paraglider inspected. How long will I wait, whom should I contact and how much does it cost?

Inspections and repairs are executed immediately upon receiving the paraglider. We are pilots too and we know how precious every day of flyable weather is, so we assign top priority to such orders. Generally they are processed within 1-2 days, subject to chance factors (as number of paragliders received that day, range of repairs etc).

Inspection price depends on its character and range. Please contact us for pricing information.

More details on inspections.

Plasmas, Reactions and even Syntheses are PPG canopies commonly chosen by competitors. Does it mean that these are more difficult to cope with or less safe than recreational paragliders of other companies and that only experienced pilots can allow themselves flying them?

Absolutely wrong. PPG competitors are more and more often flying reflex wings because of their greater safety, especially at high speeds. While in everyday use it’s a pilot who decides when to fly and when he should rather abstain, in a competition he is sometimes forced to fly in conditions he rather wouldn’t try at home. If you add to that a natural competitor’s wish of a good result, making him trying to fly faster (or slower), with more agility and precision than ever, it becomes clear that competition wings should be as – or even more – safe than those flown just for fun. Only on a safe paraglider you can commit yourself fully to a complicated tactical/navigational task.

What is the suspension width range in Synthesis 34? Is 47 cm a good distance?

Synthesis 34 was tested at suspension width 48 cm, so 47 cm should be fine. However it is hard to define the range of suspension width, since the paragliders are simply not tested like that. In normal use both minimal and maximal width is determined by adjustment range of your harness (breast strap) and it is hard to imagine anything catastrophic here.

Each paraglider can be tested with slightly different widths depending on test pilot’s harness and preferences, e.g. Synthesis 25 was tested with 44 cm, and 31 – 49cm. Generally it is best to stay close to tested width. In case of your Synthesis 34 you will find that number among technical data in Synthesis description.

Is fuel included in take-off weight?

Total in-flight weight in any circumstances should not be lower than minimal weight given in paraglider’s technical data. Since pilot sometimes can be flying with negligible amount of fuel (e.g. when returnig form a long flight) or even without any fuel at all (after a thermalling practice), the fuel is not included in take-off weight.

If we are to draw any conclusions from PG certificates which we are forced to obtain for our PPG wings, they show that flying an underloaded wing can result with a delayed exit from a parachutal stall (if it occurs). Therefore it’s the minimal take-off weight (i.e. without fuel) that we must consider when choosing correct wing size for PPG flying. Possible exceeding of maximal take-off weight with full tank does not bring substantial changes in paraglider’s behaviour, aside of slight increase in wing loading and speed.

What is a PPG-set?

PPG-set is an assembly kit of two steering lines and two pulleys with straps.

It is prepared for conversion of our PG wings (Manta, Nemo, Shark) if the original pulleys and steering lines cannot accomodate lower position of a PPG pilot. Additional pulleys constraint a toggle let free, keeping it from tangling in the propeller for example.


Pulley straps are to be locked in special loops, since last year provided in the risers of abovementioned wings.

Original steering lines must be replaced with longer ones, allowing for proper positioning of the toggles.

ppgset_007 ppgset_011


Is it possible to remove an advertisement without damaging the cloth?

Yes it is, but some residual very hard to clean glue will remain. You can try doing it with soaped water – do not use any other chemicals. Otherwise the glue will collect dirt, giving your paraglider a not especially attractive look.

The older is the ad, the harder it is to remove, and after several years removing it is quite a feat indeed.

In general we do not advise removing advertisements unless absolutely necessary.

I am interested in buying two carabiners to connect V-risers of the reserve chute with V-tape of the harness. I am using long V-risers with PPG dedicated reserve. What carabiners should I use? On your website there is a reserve chute trapezoidal connector and a Peguet maillon. Which one will be better?

We are not exactly sure what do you want to connect, since there are different ways of attaching reserve chute to the harness:

  • attaching V-riser to harness’ shoulder straps – mainly used are the inox 6 mm connectors (given that shoulder straps are of 45-50 mm width). If the straps are narrow, you have to use 6 or 5 mm quicklinks (two pieces of course).
  • attaching divided V-risers to reserve chute bridle – again we recommend 6 mm inox connector. V-risers go onto wider base of the trapezoid, while its narrow part holds the bridle. IN this case we need just one quicklink.
  • attaching single V-riser to chute bridle – most often it is a 6 mm connector (1 piece).

If you want to connect a V-riser with another V-riser – you are FORBIDDEN to do so, as it makes the whole system dangerously long.

What is the difference between a Nemo and Nemo MOTO paragliders? I thought it is only trim-equipped risers, but even the price suggests otherwise.

You are right, there are more differences than that. Nemo MOTO features a new, progressive steering system, giving the wing a more agile character and more resistance to excessive brake inputs. The most important changes are:

  • modified rigging (additional row added)
  • modified canopy trim (changed length of some lines)
  • modified risers (equipped with trimmers, allowing for smooth angle of attack change, plus Easy Keeper, DCT and new, replaceable trim tab)

Additionally there are MotoBag (a backpack with quickpack function) and Easy-catch speedbar included within price.

Of course the price is also affected by the amount of work necessary to design, testing and introducing the new wing into series production.

Note: due to rigging changes in Nemo MOTO, it is not covered with original CEN certificate of the Nemo.

Is it true that it is hard to take-off on a reflex wing?

This is but one of several myths concerning reflex wings… we recommend reading of this article.

I am interested in your new wing, Synthesis. Browsing through your documents I found a discrepancy I would like to clear. Your description states as follows: “Target group: From beginners to advanced pilots, flying paramotors both for fun and to prove themselves in sport. The wing is suitable for PPG instruction too.” Then, EN C classification says clearly that it’s “designed for pilots who know principles of active steering and fly regularly, understanding consequences of using a wing with decreased passive safety.” So there is clear conflict: either the wing is A or B class, as your description suggests, or it is C class, as tested and certified. Which am I to believe?

First of all we would like you to note that during new EN certification there is over 40 manoeuvres tested (total of mandatory two sizes). If the wing gets a “C” in just one of them, it is classified as a C in general. But when it gets a “C” in all 40 manoeuvres – it is classified as a “C” too, even as its behaviour is drastically different. So judging a paraglider only by its classification symbol is not a good idea – it is an IMMENSE simplification. If you really want to know what’s going on, YOU HAVE TO READ THE TEST REPORTS!

Then, you have to remember that current test norms were originally established to classify traditional free-flying wings, since modern PPG reflex aerofoils are still relatively new development.
Problems with free-flying wings are caused by their low passive safety or pilot errors, and all currently used classification systems have been based on that assumption, judging how the wing does return to normal state of flight.
Now what is exceptional about reflex wings is their very high passive safety factor, which grows even higher with inreasing speed of flight (within prescribed range of course) – a totally different behaviour than in classic wings. But once you succeed in inducing some instability, return to normal flight is pretty dynamic and can be harder to control than in normal paragliders. Remember that on the outset you are flying faster than standard wings, and then you are still increasing this speed (most often test pilot pulls a riser down to cause a collapse, so before it occurs, the wing accelerates even more).
Ensuing loss of direction and other problems connected with dynamic responses are the main reason for classifying reflex paragliders as “C” or even “D” wings.

To clarify the matter more, let’s read and analyze description of “C” class, as it is written in EN norm:

“C class – Paragliders with moderate passive safety and possibly dynamic reactions to turbulence and/or pilot mistakes. Return to normal state of flight may require precise pilot input.”

Content of the norm presupposes that the wing:
a) will be sensitive to disturbances caused by turbulence or possible pilot errors,
b) will dynamically react if any of these occur,
c) can return to normal state of flight with difficulty, so that precise pilot inputs could prove necessary.

In order to judge if tested paraglider conforms to this category, a test pilot forces unstable manouevres and then watches how long does it take to return to normal flight, and how dynamic the reaction is. Note that on classic wings introduction of abnormal flight state is not a problem (in contrary to reflex wings).

And what happens in case of PPG reflex wings? Here it is:

Ad a) Because of high passive safety it is very difficult or impossible at all to introduce an unstable flight state. Often it requires an unusual force and does not occur at once. Unfortunately this resistance is not classified by the norm – a great pity, as it proves high passive safety, i.e. reduced sensibility to turbulence/pilot errors.

Ad b) The wing will not be reacting dynamically to turbulences. Collapses, even if occurs, are very limited and they reopen immediately. On the other hand it is true that the wing will respond dynamically to obstinate efforts of a test pilot, who is working hard on inducing a collapse. The return will be surely dynamic and can cause the wing to lose original flight path. But the main point is that such collapses are very unlikely (if possible at all) to happen as a result of pilot error.

Ad c) The wing returns to normal flight so quick that test pilot can’t react fast enough. In general no reaction is necessary (apart of ceasing any actions that caused instability).

Yet as the EN norm takes dynamic reactions as a hint that a paraglider can get into such troubles just as easy, it considers the wing unstable. That’s a total misunderstanding – while this supposition is true in case of classic paragliders, it is not so with those of reflex profiles.

Last year Dudek Paragliders initiated work on creation of new test norms, applicable to reflex profile wings. Until these will be ready, we will continue to certificate our paragliders within current systems, for even if they are not ideal, they still do offer information on wing safety. Yet any conscious pilot should remember that in order to get full picture it is necessary to study test details and reports.

I’ve exchanged my paraglider for smaller size and expected it to fly faster, yet there is no significant increase in speed. Why?

While generally increasing wing load brings corresponding increase in its sink and forward speed, this is not always the case. Simple exchanging canopy for a smaller size doesn’t necessarily work, as the wing load is not the only factor affecting the airspeed. There are several others, like:

  • Reynolds number (depends on speed, surface and size of the aircraft, pretty important in case of paragliders – in enormous simplification: bigger canopies fly better),
  • proportions of pilot and paraglider drag (pilot does not shrink, when he changes paraglider for a smaller one),
  • weather conditions (temperature, humidity, pressure, density of air),
  • specific weight of the canopy (textile does not get thinner in smaller paragliders).

When flying PPG, additionally there comes the paramotor in the equation – its effectiveness can vary with abovementioned parameters too.

Can I safely use speed system when flying PPG reflex-airfoil paragliders with closed trimmers?

It depends on the paraglider.

Generally flying like that doesn’t make any sense (you can compare it to stomping on the gas while driving with hand brake engaged). You are activating speed in order to fly fast, so there is no point in having trims closed.

Sometimes competition pilots are using their speed systems while flying on closed trims in specific tasks, especially slalom-like. Still, this is a very specialized purpose and it’s done by highly skilled pilots who are perfectly aware both of their needs and capabilities of their paragliders.

Anyway if you are willing to try, in Synthesis and Reaction you can use all the speed you want at closed trims. In case of Plasma and Nucleon we recommend using in such configuration half of the speed range only.

Are your paragliders covered by any warranty?

Purchasing a paraglider is a serious expense for anyone. That’s why there is a warranty on quality of our paragliders, as well as optional insurance against possible cost of repairs of a damaged wing (AeroCasco).

Details to be found here

Can I fly a Reaction without paramotor?

Designing Reaction (as well as earlier Trapera and Actiona) we didn’t care at all how will it fly without power. It was to be a dedicated PPG paraglider, no compromises.

So, it’s nice behaviour in free flight happened purely by chance. Experienced pilot Krzysztof Kaczyński tested Action without power and described that in Polish magazine PLAR 2002/11. It proved to fly quite well, much better than we expected.

Of course the closest resemblance to classic paraglider occures when Reaction has its trims fully closed.

In most general terms, Reaction in free-flight has slightly more sink than average PG canopy. So in this aspect free-flying a Reaction is a little harder, but possible. In exchange pilot gets extraordinary safety, especially in turbulence.

It shows its muscle at soaring cliffs in strong wind. When classic paragliders have to land, fun only begins for the Reaction.

Reflex profile, what’s that?

Simplifying: a reflex profile is an airfoil that with diminishing angle of attack automatically tends to recover and increase it again, so it stays neutral with regard to its load. In other words, it’s a profile with its tail turned upwards.

More details on reflex profile here

I just ordered a paraglider. What should I expect in the package?

The Dudek paraglider (without AeroCasco) that you bought will have following items:

  • paraglider (canopy, lines, risers),
  • registration card sewn into trailing edge,
  • compression strap,
  • transport bag,
  • pouch with documents and repair kit,
  • windsock, some gifts and gadgets.

I would like to know whether Dudek will organize a training in packing rescue parachutes one day. And then, will a pilot be able to pack the parachutes for anyone, or just for himself?

Yes, we are providing such trainings time to time. However, Polish law requires that the trainee is registered at Polish aviation authority as professionally rendering service of a qualified parachute rigging master.

Logic of this says that only someone doing it regularly can be trusted do to it reliably. If you are just doing once a year it for yourself, there is possibility of a mistake. And your rescue parachute is your last chance after all.

Are you going to get DHV certificates for your paragliders?

Some of our wings are submitted for LTF (formerly DHV) tests in order to satisfy German requirements. Accordingly, PPG wings undergo DMSV tests.
However, most of European markets use EN certificates, conforming to latest European Norms. And these are the tests we do for most of our paragliders.

Is it necessary to send my paraglider to you every year for a technical inspection?

In fact it is not every year – every two years are advised. There are several reasons why you would need to have an inspection:

  • end of airworthiness term, as inscribed in paraglider’s card (two years from date of production),
  • check after major repairs on the paraglider,
  • when inspecting person advises an earlier inspection due to deterioration
  • your own decision.

More details on inspections.

I found a sponsor who will pay for my paraglider, provided that there will be logo of his business on the canopy. Does Dudek Paragliders carry out such orders and how much does it cost?

There are absolutely no problems with placing logos or advertisements. Thay are made with self-adhesive paragliding cloth, same as used for minor repairs. Costs of such ads remain within 200 to 220 PLN for m2 of the surface taken.

Exact price depends on complexity of design.

In order to produce advertisement exactly matching design we need a CDR, DXF, WMF or other vector format file. If a redrawing of design sent in a bitmap file will be necessary, additional fee will be calculated.

How should I clean your paragliders? Mine is terribly stained with dirt…

From the cloth manufacturer info:

CLEANING: Do not use abrasive cleaning materials or solvant. Porcher Marine recommends cleaning with soap and a soft sponge. If you can stay with water only, the better. If using soap is necessary, castile soap would be best.

Are Dudek Paragliders products certified?

Currently most of our paragliders hold EN certificates, according to new European Norms 926-1 and 926-2. More on  EN tests .

Our former paragliders were certified along Afnor scheme (Vox, Max, Lux, Manta, Shark, Orca, Nemo, Action, Reaction).
First certificates were granted for Elf-27A and VIP-27A – both begining of July 1998.

I have a little remark – I think the delta quicklinks on my new paraglider are too lightly closed. You can unscrew them with your hand, or they even happen to unscrew on their own ! Recently only in the last moment before take-off I noticed that there are no lines in one of the quicklinks.

Unfortunately, this is typical for fresh (not used) quicklinks – they can get unlocked. In a pre-start checklist of every pilot there should be a fixed point – “check if the quicklinks are screwed tight”.

I’ve just finished my initial training course. Which paraglider should I buy?

Generally as a first purchase for the freshly graduated we envisaged Nemo (mainly free-flying), but in reality it depends on preferences and abilities of each pilot. The most important choice is whether you are mainly going to fly free or PPG. Anyway, your best advisor will be the instructor – he knows you much better than we do.

Which one of Dudek Paragliders is best suited for PPG flying?

This is a very individual thing, depending on your preferences and abilities. The most often bought canopy, designed both for recreational PPG flying and free flight as well is the NemoMoto. This is a docile wing, beside already flying pilots suitable even for beginners. Among dedicated PPG paragliders the best for beginners is the Synthesis.

Our other PPG paragliders like Action, Reaction, Nucleon or high-performance Plasma are all destined for active, sport flying. If you care for speed and stability, they are the choice. However, none of them is designed for the beginners. All paragliders feature a reflex profile.

All our free-flying canopies perform pretty good under power too. Surely they won’t beat dedicated PPG wings, but on the other hand they will make you relax soaring in light wind – something their specialized cousins won’t be able to do.

If you want to know more details about these paragliders, read their specifications here on site and/or contact one of our dealers.

Do I need for PPG a bigger canppy than for free-flight?

Rules of establishing correct size are listed here.

Until recently there was a tendency to buy bigger canopies for PPG flying. It was thought that since complete powerpack weighs over 20 kg, you need to increase the surface. However, increasing surface has several consequences:

  • free-flying becomes really complicated,
  • under increased power there is more gain in lift than forward speed.

Is it possible to buy your paragliders as a hire purchase (installment plan)?

Yes. Some of our dealers are ready to sign a hire purchase. Check it.