Owners Manual
Geronimo³
Version 1.0 Stand 04.01.2022

Fly market GmbH & Co. KG
Am Schönebach 3
D-87637 Eisenberg
Tel.: +49 (0) 8364 9833-0
Fax: +49 (0) 8364 9833-33
Email: info@independence.aero

Technical Drawing:
Leading Edge

Upper Surface

Lower Surface
Trailing Edge

Wingtip

Stabilo Line
Riser Lines
Main Brake Line

Riser

2

Brake Handle

Main Hangpoint toHarness Carabiner

1. Dear Independence Pilot
We are pleased to welcome you to the world of Independence paragliders. The Geronimo³ was developed for those
XC pilots who enjoy very good performance, high speed and high manoeuvrability and do not want to do without
safety.
Like every paraglider, the Geronimo³ also has its own character and wants to be flown in its own way. In order toprovide you with the greatest possible flying pleasure, we have compiled the following owner´s manual.

2. Important Notes:
Reading this owner´s manual is mandatory!
The paraglider must not be put into use without careful study of this manual in order to avoid operating errors. We
hereby explicitly point out that no liability can be accepted for possible consequences of improper handling.
This paraglider is a "light air sports glider with an empty mass of less than 120 kg" in the paragliding sector. At the timeof delivery, it complies with the provisions of the German Airworthiness Requirement (LTF) and the European
Standard EN 926-2, Category B in all sizes.
New gliders must be flown in by the seller. This flight has to be confirmed with date and signature on the attachedmeasurement protocol and on the type label of the paraglider.
Any unauthorized modification to the paraglider will invalidate the operating license!
The pilot is responsible of the airworthiness of his glider! It is also the pilot's responsibility to ensure that all legal
regulations necessary for the operation of this glider are met (e.g. pilot license, insurance, etc.).
It is presupposed that the abilities of the user correspond to the requirements of the device!
The use of the paraglider is at your own risk! The liability of the manufacturer or distributor is excluded!
The following owner's manual has been compiled to the best of our knowledge and belief. However, it is quitepossible that different aspects may change in the course of time due to (flight) technical innovations or changed
approval tests and/or teaching methods. Therefore it is advisable in any case to obtain "updates" in suitable form
about possible changed opinions and tests either from us or from the appropriate authorities.

3. Target group:
The Geronimo³ is classified in category B according to LTF (German airworthiness requirements) and EN 926-2
at the same time. After both tests, the Geronimo³ is only certified as a single-seater. It is suitable for experienced
and performance-oriented pilots.
Whether the Geronimo³ is finally suitable for the pilot's own flying purpose and ability should always be
discussed personally with the dealer.
We recommend every pilot to do a safety training and to play as much as possible with his glider on the ground.
Perfect control of the glider on the ground and in the air is the key to maximum flying fun and the best insurance for
accident-free flying.

34. Technical Describtion:
Canopy construction:
The canopy of the Geronimo³ is made of nylon fabric by Dominico Tex Corp. and NCV Industries. This syntheticallymanufactured fabric is woven with a reinforcing mesh to prevent tearing and increase tensile strength at the seams.
The coating makes the fabric water repellent, UV resistant and air impermeable.
The Geronimo³ consists of 59 cells. The wing tip (stabilizer) is pulled down and is integrated seamlessly into the
canopy.
The canopy is ventilated through openings on the underside of the profile nose. Cross ventilation is provided by
precisely dimensioned holes (cross ports) in the profile rib.
Each main profile rib is suspended from a line connection. They are reinforced in the profile.
Tensioning tapes are sewn in between the groups of main lines to regulate the sail tension.
Reinforcements are sewn into the profile nose to ensure high shape retention and stability.
A low-stretch tape is sewn into the leading and trailing edges, which provides a sophisticated tension distribution
across the canopy calculated by our construction software

Suspension System:
The lines of the Geronimo³ consist of polyester-coated and uncoated aramid and polyester-coated PES / Dyneema,
depending on the location. The strength of the individual lines varies from 50 to 200 daN depending on the location.
Depending on where they are installed, the lines are divided into gallery lines (at the top of the canopy), middle lines,
riser lines (main lines above of the riser), stabiliser lines (at the wingtip) and brake lines (at the top of the trailing edge)
and main brake lines (at the brake handle). There are no devices that are adjustable.
The lines are divided into A / B / C / D level and brake and are colour coded for easy checking.
The riser of the Geronimo³ has 3 risers on each side.
The line configuration and the article reference can be seen in the individual line plan.

Acceleration system:
The Geronimo³ has a foot acceleration system that automatically returns to the original position after use. The riser
does not have a lockable trimmer.
The acceleration system shortens the A and B risers and reduces the angle of attack of the canopy. In normal flight all
risers have the same length (53 cm with link). The A-risers are shortened by up to 18 cm and the B-risers by up to
13.5 cm when the acceleration system is operated. The C-risers are not shortened.
Functionality and handling:
Before take-off, the brummel hooks are hooked into the brummel hook of the acceleration system of the harness's
foot accelerator. Make sure that the suspended accelerator is running freely.The length of the foot accelerator must
be set correctly before using it for the first time. This is done best in the simulator. The length is set correctly if theaccelerator rope still has some slack and is not under tension when the accelerator is not in use.
By operating the foot accelerator the pilot shortens the A/B risers by a pulley system which reduces the force.

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Overview risers:

A

A’

B

A

C

A’

B

C
pulleyBrake line
Schematic view harness- Accelerator arrangement on harness -angle change
accelerator

D

Colouredmarking

A

A’

B

C

Brake handle
attachment
brommel hookaccelerator
Accelerator
suspension point
harness
pulleyof harness

Harness

accelerated flight position

trim flight position

Foot pedal

5. Technical Data:size

X-small 23

Small 25

Medium 27

Large 29,5

sizing %

96%

100%

104%

108.7%

cells

59

59

59

59

flat area (m²)

23

25

27

29,5

span (m)

11,45

11,94

12,41

12,97

a/r

5,7

5,7

5,7

5,7

area proj. (m²)

19,4

21,1

22,8

24,9

span proj. (m)

8,81

9,19

9,55

10,03

a/r proj.

4

4

4

4

Chord center (m)

2,47

2,58

2,68

2,77

Chord tip (m)

0,55

0,57

0,59

0,62

55-85

65-95

80-11095-125

60-80

70-90

85-105100-120

B

B

B

B

certified take off
weight (kg)recommended takeoff weight (kg)
LTF/ EN categorie

Changes of these data are possible!

56. Harness
The Geronimo³ has been tested and approved in the weight range up to 80 kg with harnesses of the LTF type GH with42 cm chest strap width and > 80 kg with 46 cm chest strap width. Almost all harnesses available on the market are"GH" harnesses and suitable for the Geronimo³. These differ from GX harnesses by a lower suspension and not very
effective (if any) cross straps.

7. Checking the paraglider:
Every paraglider delivered is checked and measured several times by us before delivery. Nevertheless, werecommend that you check the new paraglider thoroughly according to the following points.
These instructions should also be followed if the paraglider has to be checked after intensive flight, hard manoeuvres
or tree landings.
! The seams on the line suspension loops, on the risers and on the canopy must be checked for damage.
! Are all lines free of damage and correctly sewn?
! Are all line locks correctly screwed and the plastic inserts fastened?
! All the panels, including the ribs and V-tapes, must be inspected for cracks.
Any damage, however inconspicuous, must be inspected and repaired by an expert. A damaged paraglider is not
airworthy!

8. Adjusting the steering lines:
The two main steering lines lead to a multiple line branching, which are fixed at the trailing edge. At the risers thesteering lines run through a guide pulley and each is connected with a handle. These control handles areattached to the risers with two snap fasteners during transport. The steering line length is set correctly at the
manufacturer and normally does not have to be changed. The adjustment point is marked on the main steering
line and provided with an additional sheathing of the line (chafe protection). It must have at least 5 cm of freetravel in flight (before the brakes are taken hold of) and should not be altered. The improper change of thesteering line length changes the flight behaviour and impairs the safety of the glider.

9. Flight operation:
The following pages are not intended to be a guide for paragliding. Rather, we want to introduce you to the special
features of the Geronimo³ and give you some important information for flight and safety. Other special flightmanoeuvres or configurations of the glider are not recommended.

9.1. Take-off preparations:
A careful pre-flight check must be carried out before each take-off. The risers, lines and canopy must be checked forwear. It also must be ensured that the line links are tightly closed and secured against twisting with a plastic clip.
The harness must be put on with the greatest care. After putting on all buckles have to be checked again if they areclosed correctly. The correct closure of the rescue system container and the correct fit of the rescue system handle
must also be checked (see harness manual).
If a defect is found, do not take off under any circumstances!
The Geronimo³ can best be started if it is laid out in an arch. When laying out, the canopy must be laid out against thewind.
Separate the lines and brake lines carefully and sort the risers. All lines must be free and without entangling or knots.
There must be no lines under the canopy.
Once all preparations have been completed, the main carabiners of the harness are connected to the risers. Make
sure that the carabiners are closed. When using a foot accelerator, the two brummel hooks are also to be connected.
Make sure that the acceleration system is free and untwisted.

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Checklist:
Paraglider:- Canopy without damage?
- Risers without damage- Line links tightly closed?
- Lines without damage?
- all lines free and without entanglement and knots? Also brake lines?
Harness:- Rescue system container closed?
- Rescue system handle correctly attached?
- all buckles and main carabiners closed?
Take-off:- Risers not attached twisted?
- Speedsystem not attached twisted?
- Brake handle and correct riser taken up?
- Is the pilots position in the middle so that all lines are symmetrically tensioned?
- Is the wind direction okay?
- Obstacles on the ground?
- Air space free?

9.2. Take-off:
The Geronimo³ is very easy to launch. In general we recommend to use both A-risers (A and A') at the take-off.
Depending on take-off technique, wind conditions and terrain, you can use alternatively only the middle A-risers topull up the paraglider.
For better orientation, the different riser levels are marked in colour and text.
The pilot, who is ready for take-off, holds the A-risers and brake handles in his hands on each side and pulls the Alines slightly. If the take-off area is flat and there is little wind, you can alternatively take a step back towards the
canopy and pull up the paraglider with more impulse. During the take-off run, the arms are first stretched sideways to
the rear in line with the A-risers and are guided upwards as the paraglider rises.
As with all gliders, the most important thing when launching is not the force but the constancy of the tension. As theGeronimo³ is very easy to inflate, it needs to be braked on steep take-off areas or in strong winds to avoid overtaking
the canopy.
When launching the glider backwards in strong wind, it is easy to prevent premature take-off by following the glider
while it is being pulled up. The best preparation for perfect strong wind launches is still playing on the ground forhours in the wind.

9.3. Straight flight:
The Geronimo³ has a trim speed of 37 to 39 km/h depending on the wing load with fully released steering lines. In
calm air the Geronimo³ reaches the minimum flying speed (depending on the wing load) with about 55 to 60cm brakeline pull. In turbulent air we recommend to fly with 5 to 15 cm pulled steering lines. The current angle of attack of the
canopy is then higher and it is more difficult to undercut the air at the profile nose.
According to EN 926-2, the maximum symmetrical control travel is at least 55 cm for 80 kg take-off weight, at least 60
cm for 80 kg to 100 kg take-off weight and at least 65 cm for 100 kg take-off weight and above.
We understand all indicated cm values from the point where the trailing edge is pulled down, i.e. without the
freewheel.

79.4. Accelerated flight:
When the acceleration system is operated by the feet, the angle of attack of the canopy changes and the Geronimo³
flies up to 16 km/h faster. Due to the higher speed the glider is more unstable and collapses more easily.
For safety reasons you should only fly accelerated in calm air with sufficient distance to the ground. Never let go of
the brake handles during accelerated flying!
When flying into turbulence, the acceleration system must be deactivated immediately!
Pulling the steering lines during accelerated flight should also be avoided, as the nose will nod even more
downwards for a short time due to the increased air resistance at the trailing edge and the danger of "undercutting"will increase and the glider can collapse violently.
If the glider collapses, the acceleration system must be deactivated immediately, then the canopy is first stabilized by
the steering lines and then reopened.

9.5. Turns:
The high agility of the Geronimo³ is due to its special steering characteristics: It reacts very directly and without delay
to control impulses.
By shifting the weight (the pilot leans on the inside of the curve), very flat curves can be flown with minimal loss ofaltitude.
Weight shifting and pulling on the inner steering line is suitable for fast changes of direction.
For thermal flying, the combination of weight shift, braking on the inside of the curve and controlled additional braking
on the outside of the wing is best recommended. By pulling in the opposite direction and releasing (active flying) with
the inner and outer brake, the curve radius and lateral position can be changed and the centering of the thermals canbe optimised.
Attention: if the steering lines are pulled too far or too fast, there is a risk of stall!
A one-sided stall is clearly announced: the inner side of the wing curve becomes soft and the inner third of the wing
almost "stops". If this flight condition has occurred, the inner brake must be released immediately.

9.6. Active flying:
Active flying can prevent many collapses in advance!
Active flying means to fly the paraglider as stable and efficient as possible by shifting weight and steering impulses.
In turbulences and rough thermals the glider should always be held vertically above you by active flying with
controlled brake inputs.
When flying into strong thermals, the angle of attack of the paraglider increases. If the brakes are released while
flying into the thermals, the canopy can accelerate and remains almost above the pilot's head. The situation isdifferent when flying into down winds: here the brakes are applied in a controlled manner.

9.7. Landing:
The Geronimo³ is easy to land. In the final glide against the wind the wing can be let out slightly braked. At a height ofapprox. 1 m above ground, the angle of attack is raised and intercepted by an increased braking level. The time oflanding should coincide with the full use of the brakes.
If there is a strong headwind, the use of the brakes should only be very controlled in order to avoid a stall before
landing!
On this occasion we would like to suggest not to reduce the altitude by the risky bad habit of "pumping" if theapproach is too high.
Also landings with steep curves or turns in the final approach are to be avoided absolutely.
After the landing the wing should not fall on the ground with the nose first. This can destroy the profiles and impair thematerial in the leading edge area on the long run!

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10. Winch towing:
The Geronimo³ is suitable for winch towing. We generally recommend using a towing aid for all paragliders, which
activates the acceleration system during the towing process.
This towing aid accelerates the paraglider during the towing process and thus not only simplifies the take-off
procedure but also reduces the risk of deep stall and enables higher release heights.
Attention: Paragliders which are damp and/or whose line lengths/air permeability values are no longer within thepermitted tolerance have a significantly increased risk of deep stall when towing with a winch!
Winch towing is only permitted with a valid winch towing licence. The special features of a towing site and theequipment used (winch, towing release, etc.) should always be discussed with the winch operator and the take-off
officer first.
We expressly point out that the equipment required for towing must also be certified in any case.

11. Powered flight:
The Geronimo³ is currently not certified for flying with a paramotor.

12. Extreme flight situations:12.1. Side collapse:
A side collapse is probably the most common malfunction in paragliding. If the Geronimo³ collapses in turbulent air,
this usually only occurs in the outer wing area.
In order to maintain the flight direction in this flight condition, the opposite, open wing side has to be braked.
If the canopy collapses very hard, the braking of the open side may only be very dosed to avoid a stall.
After the turning away has been prevented by counter-steering, the canopy can be opened again at the same time bypumping on the collapsed side.
If the side collapse is not actively counteracted, the Geronimo³ usually opens automatically within less than half aturn. If the canopy does not open automatically due to the strong turbulence or other influences (entangled lines), theparaglider will turn into a spiral dive.

12.2. Entangled lines:
In the event of large collapses or other extreme situations, any paraglider may become tangled. The collapsed
sections of the wing tip will get caught in the lines. Without pilot reaction the glider turns into a very strong spiral.
Once this has happened, the turning of the wing must be stopped first by a sensible counter-brake.
If the rotation speed should continue to increase despite counter-action, the rescue parachute must be released
immediately at low altitudes.
If the height is sufficient, the following possibilities can be used to try to release the entangled wing tip:
- Try a sensitive counter-braking and a very fast, resolute and deep pulling of the steering line at the entangled side.
- Pull the coloured Stabilo line.
If these measures are not successful, you can try to release the entangled wingtip with a full stall if the height issufficient.
Attention:
The flight manoeuvres mentioned above are very demanding and can cause high altitude loss! If the pilot feels
overstrained or if there is not enough altitude, the rescue system must be activated immediately!

912.3. Front stall:
The collapse of the entire leading edge is usually caused by strong pulling on the A-belts, accelerated flying or
sudden strong turbulence. Although this flight disorder looks spectacular, it is often not dangerous if the collapse
depth is low. Often there are no turning movements, the glider usually opens quickly by itself and quickly picks up
speed again. The opening can be accelerated by braking in a controlled manner on both sides.
Timely recognition of the situation and quick reaction by braking on both sides helps to keep the loss of altitude as low
as possible and not to lose control of the malfunction.

12.4. Deep stall:
During a deep stall, the paraglider has no forward speed and at the same time significantly increased sink rates. The
deep stall is caused, among other things, by releasing the B-risers too slowly when the glider is in a B-stall, by an oldand porous cloth, by damage to the lines or ribs, by pulling the C-risers or by an inadmissible take-off weight. Even if
the canopy is wet or the air temperature is very low, the tendency to stall increases.
Flying in the rain should be avoided as far as possible, as the raindrops on the canopy increase the Vmin and thus thetendency to stall increases. Also very low temperatures can be problematic. In both cases, especially when thebrakes are applied and/or the line geometry is no longer trimmed correctly.
If the glider is in a deep stall, you can recognize this by the fact that the noise is very low and the glider is in an unusual
position above the pilot. In this case it is absolutely necessary to release the steering lines!
If the canopy and lines are in good condition, the Geronimo³ will automatically pick up speed again within 2 to 3
seconds. If, for whatever reason, this is not the case, the A-risers must be pushed forward or the acceleration system
must be activated.
If a glider has been in a continuous stall for no apparent reason (e.g. wet glider, flight in rain or inadmissible take-off
weight), it must be checked before the next flight.
Attention: The brakes must not be applied in deep stall flight, as the paraglider immediately enters the full stall. A
stable stall may no longer be released near the ground due to a possible pendulum movement. Instead, the pilot
prepares himself for a hard landing, if possible with a landing fall.

12.5. Full stall:To initiate a full stall, both brake lines must be pulled through completely. When the stall speed is reached, the canopy
empties abruptly and suddenly tilts backwards.
It is very important, despite the unpleasant reaction of the glider in a full stall, to keep the steering lines pulled throughuntil the empty glider comes back over the pilot (approx. 3 to 6 seconds) and stabilizes in this position.
Only now the steering lines are reasonably fast (switching time >=2 sec) and symmetrically released. The optimal
recovery should take place in 2 phases: 1. prefilling of the canopy (slow release of the brakes up to shoulder height)
until the canopy is fully open again; 2. recovery (braking to 0%).
If the canopy is released too quickly or asymmetrically, the result may be a large collapse or front stall.
Attention: A wrong, too early, asymmetrical or too fast released full stall can result in an extremely wide forward
movement of the canopy! In extreme cases under the pilot!

12.6. Spin:
By stalling one side, the flow can break off at half of the wing. This reverses the direction of air flow. The trailing edge,
which is deeply braked, is then streamed from the back and flies in the opposite direction and the canopy rotatesaround its vertical axis.
There are 2 causes for a spin:- A brake line is pulled through too quickly and too far (example: initiating a spiral dive).
- in slow flight one side is braked too much (example: in thermal circling)10

If an inadvertently initiated negative turn is immediately released, the glider returns to normal flight without great lossof altitude. If the negative turn is held longer, the glider can accelerate and shoot forward on one side. This can resultin an impulsive collapse or entanglement.

12.7. Wingover:
Tight turns to the left and right are flown alternately. The cross slope is progressively increased. If the dynamics andlateral position of this flight manoeuvre is too high, the outer wing can relieve the load. If the lateral inclination isfurther increased and the reaction is wrong, the result may be an impulsive, large-scale collapse.

Full stall, spin and wingover on all paragliders can have life-threatening consequences!!

12.8. Emergency steering:If the steering lines fail, the "Geronimo³" can easily be steered by using the rear risers. The distance to the stall is ofcourse much shorter when steering with the rear risers than with the steering lines, it is about 10 cm with the"Geronimo³". You can also fly light curves by pulling the Stabilo lines or by weight shifting.

13. Decent aids:
13.1. Spiral dive:
The spiral dive is the most efficient way to descend fast. However, high loads occur for material and pilot.
It has to be taken into consideration that, depending on the daily shape, the outside temperature (cold!) and the sinkrate, you may sooner or later lose consciousness. Many pilots slow down their breathing during the spiral or go overto press breathing, which increases the risk of losing control even more. At the first signs of dizziness, loss of
consciousness and loss of vision, the spiral must be immediately stopped.
The spiral dive is initiated by carefully pulling the brake line on one side and shifting the weight to the inside of thecurve. Due to the direct handling the Geronimo³ quickly takes a high lateral inclination and flies a steep turn. As soon
as the wing comes in front of the pilot ( goes on the nose ) an impulse is generated, which the pilot should follow byshifting his weight to the outside of the curve.
The sink rate and inclination in the spiral dive are increased by a controlled pulling of the brake line inside the curve.
Slight braking on the outside of the curve prevents the outer wingtip from collapsing.
To exit the spiral dive, the brake inside the curve is slowly released.
Rapid release of the brake means that the high airspeed (up to over 100 km/h) is translated in a strong pendulum
movement into height. The result is an extreme deceleration at the end of the pendulum movement with subsequenttilting of the canopy. You also have to calculate that you will get into your own wake vortex (rotor)!
Due to the extreme loss of height in the spiral dive, it is always important to ensure sufficient safety height!

Attention: Almost every paraglider reaches a sink rate at which the canopy faces the openings downwards ("goesup on the nose!") and remains in this position despite releasing the steering lines and continues to spiral (stable spiraldive).
The Geronimo³ has been classified B according to EN 926-2:2013. Due to unfavourable influences, however, thereactions can also be more demanding than described in this classification. The causes in such a case can becomplex. For example: harness geometry (suspension height), cross straps, turbulent air, holding on to the riser,
shifting the pilot's weight to the inside of the curve and similar.
If, against all expectations, a stable spiral dive should occur, this is released by shifting the pilot's weight to the outsideof the curve and counter-braking in a controlled manner.

11

Attention: in a stable spiral dive, extreme G loads can have an effect on the body and require a lot of physicalstrength!

13.2. Big Ears:
The so called "big ears" manoever is an easy, but not very effective descent method where the forward speed ishigher than the descent speed. It is more suitable to reduce the glide angle and to gain horizontal distance from asource of danger than to descend fast.
To perform "big ears", the two wingtips are folded symmetrically downwards by pulling the outer A-risers (A').
The "big ears" can increase the descent speed to approx. 5 m/sec. and reduce the glide angle.
By using the foot accelerator the sink rate and the forward speed can be increased significantly.
It is sufficient to release the outer A-risers to exit this manoever. The wing tips of the Geronimo³ usually opens
automatically. The pilot can slightly brake to speed up the opening.
Attention: Never fly a spiral dive with big ears, because the middle A-lines are loaded beyond their limits.

13.3. B-Stall:
The B-stall is easy to enter with the Geronimo³. The B-risers are slowly and symmetrically pulled down up to 20 cm.
The airflow stops and the glider descends vertically.
To exit the manoever it is sufficient to raise the B-risers again in a time of approx. 1 second.
If the glider starts to rotate during the B-stall or if it forms a collar, the flying manoeuvre must be immediately released.
The reasons can be: turning: asymmetrical pulling of the risers, 1 B-riser and 1 C-riser pulled down; collar: too
excessive pulling of the B-risers.
All descent aids should only be practised in calm air and at a sufficient safety height, preferably as part of a safety
training, in order to be able to use them in emergency situations!

Summary:This is valid for all extreme flight manoeuvres and descent aids:- first practice only under the guidance of a flight instructor or as part of a safety training course- before starting the manoeuvres, ensure that the airspace under the pilot is free
- During the manoeuvre the pilot must have eye contact with the canopy and constantly check the altitude.

14. Folding, Care, Storage, Repairs, Maintenance, Disposal
The condition of the paraglider affects your life in the air. A well-kept and properly treated paraglider can reach twice
its age. To ensure that the Geronimo³ carries its pilot as long as possible and safely through the air, please consider
the following points:
Folding:
For a long durability of the paraglider and to avoid unnecessary kinking of the nylon rods in the nose area, werecommend to fold the glider profile on profile (similar to an accordion), or to roll it together loosely seen from thestabilizer (without kinking the nylon rods). Improper packing and prolonged storage may cause deformation of partsin the glider.

Care:! The UV rays of the sun damage the fabric of the paraglider in the long run. Therefore the paraglider should not be
unnecessarily exposed to sunlight.
! When unfolding the glider, make sure that neither the canopy nor the lines are heavily soiled. The dirt particles candamage the material.
! The line lengths should be checked after tree and water landings.

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!
!
!
!
!
!
!
!
!

Do not pull the paraglider over the ground. The coating of the cloth will be damaged.
Moisture damages the coating of the cloth and shortens the service life.
If the lines stick to the ground, they can be overstretched or torn off during take-off.
Do not step on the lines!
When folding up, please place the supplied textile bag underneath to avoid mechanical abrasion and damage ofthe sail.
The lines should be bended as less as possible.
After contact with salt water, rinse the equipment immediately with fresh water!
Insects that got lost in the cells should be removed alive, not only because of animal love, but also because they
secrete a corrosive liquid.
Clean the paraglider only with water. Avoid mechanical stress such as brushing and rubbing. Chemical cleaning
agents damage cloth and lines.

Storage:! The paraglider must always be stored in a dry place. If it gets wet, spread it out to dry as soon as possible (but not infull sunlight!).
! Do not store the glider near chemical vapours or gases.
! During transport and storage, especially in cars, make sure that the paraglider is not exposed to unnecessarily
high temperatures.

Repairs:! Smaller rips in the fabric that do not run along the seam can be provisionally repaired with an adhesive sail from aparaglider dealer.
! All other types of damage, such as large rips, rips at seams, torn line hangpoints, torn and damaged lines may only
be repaired by an authorised workshop or the manufacturer.
! Only original spare parts are to be used! A list of the lines used in the glider model can be found in the individual line
plan under item 16 "line lengths". The lines can only be purchased from the manufacturer.
! Any modification to the paraglider, except those approved by the manufacturer, will void the operating license of
the equipment.

Maintenance:! The Geronimo³ must be inspected at least every two years or every 100 operating hours by an authorized
workshop or by the manufacturer.
! A line measurement should be performed every 20 flying hours and should be compared with the data sheet.

Disposal:! The materials used in a paraglider require proper disposal. Please return used equipment to us. We will disposethem properly.

15. Nature and landscape friendly behaviour:
Actually self-evident, but here again expressly mentioned: Please practice our nature-orientated sport in such a waythat nature and landscape are protected!
Please do not walk off the marked paths, leave no rubbish behind, do not make unnecessary noise and respect thesensitive balance in the mountains. Especially at the take-off place our respect to nature is required!

13

16. Line lengths
Ageing of lines and trimming possibility
So far it has always been thought that lines stretch under use. In the case of the middle A and B lines - where theheaviest load is attached - this is even true.
All lines (Kevlar as well as Dyneema lines) get cracks in their thin threads and then they begin to swell andshrink. The rear C lines and the outer A, B, C lines are loaded with only a few grams during flying. This leads to aslow shortening of the lines - because there is not enough load on the lines to stretch them during flying. On thetechnical side, almost nothing can be done. The Geronimo³ is equipped with a minimal faster trim (+mm to C) to
avoid this shortening.
Less stressed lines are delivered with a trim knot. This can be used to lengthen the line if necessary.
The service company or the pilot now has the possibility to trim the glider without any problems and without
having to replace the lines. A line measurement should be performed every 20 flying hours and should becompared with the data sheet. It is completely normal that lines can shrink by up to 30 mm at very intensive use.
All line changes are gradual. So they do not occur suddenly. You also do not crash, but often you only notice thiswhen you are less able to fly against the wind or when the glider loses some of ist performance.

Factory delivered configuration with triple loopon Stabilo line and C-riser lines for trimming
during aging

Line names:
All lines in Independence paragliders are named according to the same scheme.
When ordering replacement lines, please always determine the designation according to the following
explanation and order it stating the type and size of glider!
The first digit indicates the line level (A, B, C, D; K = brake). The numbering starts from the centre of the glider at
1 and continues to the stabilizer.
Top lines (upper level) are marked with the level and the number starting from the centre of the glider. Example:
A 5 = the 5th A-line from the middle of the glider (for Geronimo³ 25 - S: 50 cm)
The stabilizer upper line has the additional designation "e". Example: B11E = B-Stabilizer line at the top of the
canopy (Geronimo³ 25 - S: 54,5 cm).
Middle lines (middle level) get the designation "M". Example: CM4 = 4th middle line from the centre of the glider
on the C-plane (for Geronimo³ 25 - S: 141 cm)
The main lines have the additional wording 'R'. Example: AR2 = 2nd A main line from the centre of the canopy(Geronimo³ 25 - S: 416 cm)
Name

A1 - A8A9 - A12A13 - A15

B1 - B8

B9 - B12

B13 - B15

C1 - C12

C13

D1 - D11

Article8000-090

8000-070

8000-050

8000-090

8000-070

8000-050

8000-050

8000-050

8000-050

Name

AM1 - AM 4 AM5 - AM6 AM7 - AM8 BM1 - BM4 BM5 - BM6 CM1 - CM4 CM5 - CM6

Article8000-135

8000-090

8000-070

8000-135

8000-090

8000-090

8000-070

Name

AR1 - AR2

AR3

BR1 - BR2

BR3

BR4

CR1 - CR2

CR3

ArticlePPSLS-200 PPSLS-125 PPSLS-200 PPSLS-125 7343-140

8000-190

8000-135

Name

K Riser

KL

KM

KTop

Article10-200

DSL-070

8000-090

8000-070

1416.1. Single line length Geronimo³ XS - 23
1
41

A Riser
1

2

3

399

4

197

A Riser

194

5

6

379

199

41

43

41

46

7

19
4

43,5

Baby A Riser

8

43,5

9

14

46

8

12

405

45

9

10

B Riser

100,5

394,5

11

B Riser

91,5
195

42,5

45

44,5

377

189

101

B Riser

45,5
46,5

44

152

46,5

B Riser
5

48

*442

12

13

96

80
13

92
4
*41

83,5

*404

C Riser
135

143

117

13
5

147

55

87

C Riser
150

14

66

92

*415

C Riser

73

189

193

63,5
15e

57,5
46

89

92

89

91,5

92

92,5

88,5

92

93,5

82

90

85

86,5

94,5

89

50,5

97
99,5

97,5

97,5

99,5

99

95,5

98,5

99,5

130

13

12

136,5

87,5

105

,5

185,5

211,5

7
10

8,5
14

162

106

58,5

66,5
78

91

94,5

88,5

95

98,5

108,5

103

7

6

5

4

3

2

1

11

10

9
8

234,5

197,5

181

220,5+15* = CR- mainlines, BR4 mainline with tripple loop

16.2. Single line length Geronimo³ S - 25
7,5

42

2

3

416

4

206

A Riser

202

5

6

395,5

208

45.5

47,5

46

50

7

20
2

48

Baby A Riser

8

47

9

11

B Riser

97
203

47

49,5

48,5

5

107

410.5
197

4

10

B Riser
201

15

50

13

421

49.5

51

393,5

197

106,5

48,5

159

51

B Riser

14

1

52*461.5

12

B Riser

51

101

84
13

97
*43

88,5

14

70.5

2,5

97,5

*433,5

C Riser*423,5

C Riser

C Riser
141

149

122

1

153

59

93
68

14

157

76

A Riser
1

15e

61,5

50
93.5

97

95,5

98,5

97,5

99

95

100

97

87

103

93

96

91

101

95

54.5

105

102.5

103

138

106,5

106,5

102,5

106

105,5

12

3

2

1

143

115

109

5

4

104,5

7

6

101
112

100,5

94,5

71
93

110

96,5

62,5

82,5
2
11

5
15

169

193

220,5

11

10

9
8

13

244,5

214

189

232+15* = CR- mainlines, BR4 mainline with tripple loop

15

16.2. Single line length Geronimo³ M - 27
44
5

A Riser
1

2

3

214

431

4

A Riser

210

5

6

410

216

51

48.5

50

0

54.5

Baby A Riser

8

52

9

54.5

0
16
10

427.5

0

.5

55.5

14

439

B Riser

7

21

52

114.5
11

B Riser

103.5
211

50.5

53

51.5

53.5

409

205

114

B Riser

56

53

165

55

*475.5

12

B Riser

14

6

56.5

108

87
13

104
9,5
*44

95

14

75.5
104

*449,5

C Riser*438,5

C Riser

C Riser

159

146

155

64

99

127

14
6

163

79

205

209

73
15e

66

54.5
102.5

99.5

110.5

108.5

101

103.5

110

112

104

106

101

103

106.5

96

102

93

59.5

106.5

98

109.5

113

108.5

112.5

100

145.5

114
13

12

5

114

102.5

201

229

6
11

1
16

176

118

67

76
88

99

106.5

100

106.5

110.5

121

115

151

4

3

2

1

6

11

10

9
8

7

254

214

196

239+15* = CR- mainlines, BR4 mainline with tripple loop

16.3. Single line length Geronimo³ L - 29,5
5

46

A Riser
1

2

3

223,5

450,5

4

A Riser

219,5

5

6

428,5

225,5

50,5

53,5

52,5

7

21

9,5

54,5
57

54,5

9

7
16

58

14

10

445,5

6,5

,5
459

57

B RiserBaby A Riser

8

119,5
11

B Riser

108
220,5

55,5

53

54

56

426,5

214

119

B Riser

58,5

55,5

172,5

57,5

*499,5

12

B Riser

15

2,5

59

113

91
13

,5

108,5
*46

99,5

9,5

*458

C Riser
5

132,5

2,

152,5

162

76,5

15

166

67

103,5

C Riser
170,5

14

79
108,5

*469,5

C Riser

82

214

2185

15e

69
57

104

107

105,5

108

108,5

111

105,5

111,5

107,5

97

114,5

102,5

106,5

100,5

111,5

104,5

62

115,5

113,5

115

118

113,5

117,5

117

119
12

158

126,5

120

5

4

3

2

115,5

111,5
123,5

8

7

6

111,5

104,5

70

92
119

1
12

8
16

184

210

239,5

79,5
103,5

107

13

11

10

9

1

152

265,5

223,5

205

252+15* = CR- mainlines, BR4 mainline with tripple loop

16

17. Overall line length
All line and riser lengths listed below are, in accordance with EN 926-2:2013, in conformity with the test
specimen. The specified lengths have been checked by the testing laboratory and are within the tolerance
permitted in the standard.
Lengths measured from suspension point of riser to lower sail, brake lines to end of main steering line
under 50 N tension

17.1. Overall line length Geronimo³ XS - 23
in mm
A
B
C
D
Brake

1
7040
6960
7075
7150
7495

2
7020
6935
7045
7130
7160

3
6990
6915
7015
7100
6955

4
7015
6925
7045
7120
6855

5
6
6970 6945
6890 6865
7010 6980
7080 7050
6930 6755

7
6910
6830
6940
7005
6690

8
6920
6845
6950
7010
6610

9
10
11
6805 6715 6620
6740 6655 6570
6825 6725 6625
6875 6770 6670
6575 6475 6380

12
136570 6390
6520 6365
6575
6615
6285 6205

14 Stabi
6280 6120
6305 6165
6230

12
13
6845 6670
6805 6645
6880
6920
6595 6510

14
6555
6580

12
13
7120 6920
7080 6895
7135
7180
6880 6790

14 Stabi
6805 6630
6825 6680
6750

12
13
7420 7215
7365 7190
7435
7475
7180 7085

14
7095
7115

17.2. Overall line length Geronimo³ S - 25
in mm
A
B
C
D
Brake

1
7340
7245
7380
7460
7845

2
7320
7220
7345
7435
7505

3
7285
7195
7325
7400
7290

4
7305
7220
7345
7425
7185

5
6
7270 7240
7175 7150
7325 7290
7400 7365
7260 7080

7
7205
7115
7250
7325
7015

8
7210
7125
7260
7325
6935

9
10
11
7095 6995 6900
7025 6940 6850
7130 7030 6930
7190 7090 6980
6895 6795 6690

Stabi
6385
6430
6505

17.3. Overall line length Geronimo³ M - 27
in mm
A
B
C
D
Brake

1
7640
7555
7665
7745
8180

2
7615
7530
7635
7725
7820

3
7590
7500
7610
7700
7600

4
7610
7520
7635
7720
7495

5
6
7555 7530
7485 7455
7600 7570
7685 7645
7570 7385

7
7495
7415
7530
7600
7320

8
7505
7430
7535
7610
7235

9
10
11
7385 7275 7180
7320 7230 7130
7395 7295 7195
7465 7350 7245
7195 7090 6980

17.4. Overall line length Geronimo³ L - 29,5
in mm
A
B
C
D
Brake

1
7960
7875
7995
8080
8545

2
7930
7850
7965
8060
8165

3
7910
7815
7935
8030
7935

4
7930
7835
7960
8050
7825

5
6
7870 7845
7785 7755
7925 7895
8015 7975
7905 7710

7
7810
7710
7855
7925
7640

8
7820
7725
7860
7935
7550

9
10
11
7690 7575 7480
7615 7525 7415
7705 7600 7495
7775 7655 7545
7505 7400 7285

Stabi
6910
6960
7035

17.5. Riser length Geronimo³
mm
A
A`
B
C

normal
535
535
535
535

accelerated
365
365
420
535

Lengths measured from suspension point
to lower edge of shackle1718. Inspection instructions Geronimo³
This inspection instruction is intended to ensure the flight safety of the paraglider to be inspected. It is based on theGerman regulation for the inspection of aviation equipment (LuftGerPV) and represents the minimum technicalrequirements for the equipment and the scope of inspection.Country-specific peculiarities may have to be observed,
depending on the country of use. The minimum requirements must not be undercut.Attention: Fly market GmbH &Co. KG is not liable for the work of the responsible person (or check company) who carries out the check. They
always work on their own responsibility!If in doubt about the performance of the check or the airworthiness of theglider, contact the manufacturer.

18.1. Inspection scope!

Air sports equipment is subject to inspection according to LuftGerPV §13/2:"In the case of single or two-seater air sports equipment with a maximum permissible empty mass of up to
120 kilograms, including harness and rescue equipment, the airworthiness must be rechecked or had
rechecked by or on behalf of the owner in accordance with the instructions provided by the manufacturer.
The owner is responsible for the timely and complete performance of the inspections.
He shall immediately notify the manufacturer of any defects in the aircraft or in the test instructions.

!

The tests may be carried out by the manufacturer or by a person appointed by him who fulfils the following
personnel requirements:!

Since 01.07.2001, there has also been the legal possibility for the owner to check his equipment himself.
This option is expressly not recommended by the manufacturer, as the owner usually does not have thenecessary qualifications in terms of personnel and measuring equipment. A test report is drawn up for eachinspection. The owner is obliged to always keep the last document and to send a copy of this inspection
report to the manufacturer. Each test step must be carried out conscientiously and recorded in theinspection report.

!

If a defect is found during the inspection, the glider is not allowed to be flown any further. The glider must be
repaired by the manufacturer or a person authorized by the manufacturer.

18.2. Inspection intervals
The intervals for training equipment and commercially used tandem paragliders are every 12 months, all otherparagliders every 24 months or after 100 operating hours.
A line measurement should be made every 20 flying hours and compared with the data sheet.

18.3. Personnel requirements for the inspection
Personnel requirements for the inspection of paragliders used only for personal and single-seater use:!
!

A valid unrestricted pilot's licence for paragliders or an equivalent approved licence.
Sufficient expertise for the re-testing of the paraglider to be tested (for example through type-specific training by
the manufacturer or importer).

Personnel requirements for the inspection of paragliders used by third parties and for two-seaters:!

Sufficient expertise for the inspection of paragliders. This should at least be demonstrated by:!
!

Vocational training conducive to this audit activity
A professional activity of two years in the manufacture or maintenance of paragliders and hang gliders or
technically similar type.
Sufficient type-related training of at least two weeks at the manufacturer or importer.

!

18

18.4. Necessary documents!

Current version of the inspection instructions!

Data sheets!

Previous inspection reports (only for further inspections)!

Maintenance and calibration documents for the measuring instruments!

manufacturer's corrective action instructions!

Airworthiness directive if applicable

18.5. Test equipment
It is essential that the test equipment to be used for each test is that specified below:!

Air permeability measuring device: JDC or equivalent.

!

-Length measuring device: steel measuring tape or laser measuring device!

-Strength measuring device for lines: electronic measurement with maximum value memory, sampling rate min.
50Hz,

!

Strength measuring device for canopy: Bettsometer, B.M.A. GB 2270768

All measuring instruments must be calibrated and maintained at regular intervals according to the respective
manufacturer's instructions.

18.6. Test procedures
Identification of the equipment:!

Once the paraglider has been handed over, an initial inspection is carried out and the paraglider is identified
on the basis of the official manufacturer's documents.

!

Check the type label and inscriptions for correctness, completeness and readability.

Visual inspection of the canopy:!

The upper and lower sail, leading edge, trailing edge, ribs (including any V-ribs), cell partitions, seams, flares
and line loops are examined for cracks, shearing, stretching, damage to the coating, repairs and otherconspicuous features. The test result must be recorded in the inspection report.

!

In case of rips at the seams and other damages the repair must be carried out only by original spare partsand original seam pattern, no gluing with adhesive sail, use of non-original spare parts, etc.

Visual inspection of the lines:!

If the lines are damaged (seams, rips, folds, chafe marks, thickenings, core exits, etc.), they must be
replaced immediately with original spare parts and original seam pattern.

!

In case of injuries to the lines (seam pattern, coat, etc.), they must be replaced immediately with original
spare parts and original seam pattern.

Visual inspection of the connecting parts!

All line shackles and any existing trimmers and speed systems must be checked for conspicuous features
such as rips, chafing and difficult movement. Both risers are checked for shearing points, tears and heavy
wear and then measured under a load of 5 daN. The values determined must be compared with thespecifications of the type identification sheet and documented in the inspection report.

!

Max +/- 5 mm difference in riser lengths are permissible

19Measurement of line lengths:!

The individual lines are laid out and loaded with 5 daN. The measurement is carried out from thesuspension point of the riser to the canopy including the suspension line loop. The total line lengths
determined are documented in the inspection report and compared with the set line lengths. Compliancewith the tolerances specified in the manufacturer's instructions must be documented in the inspection
report.

!

Total lengths must not deviate by more than +/- 10 mm from the nominal values. The determined values
must not represent a significant trim shift.

!

A trim shift is present, for example, when:# more than 50 % of the lines reach the tolerance limit, whereby the tolerance limit only deviates either inthe + or - direction. (Example: A/B lines are 10 mm longer, while the C/D lines reach the target values)# or 25 % of the lines deviate the tolerance limits in both directions (+ and -) (Example: A/B lines are 5-10mm longer, while at the same time the C/D lines are 5-10 mm shorter than the set values (Typical trim
shift "backwards" due to ageing).

!

Individual lines can be corrected by looping in or looping out in the event of a trim shift in order to establish acorrect condition (e.g. by looping in A-lines that are too long or looping out C-lines that are too short at theline lock). When the correct trim condition has been restored by this measure, the absolute total lengths
may not deviate from the set values by more than +/- 30 mm.

Control of line strength:
The proof of line strength shall be documented analogously to the proof required in the LTF for the type test:!

Main line: One line from each line level (A, B, C) is removed from the centre of the canopy and the breaking
load is determined. The removed lines are to be named in the inspection report. This is important so that theline replaced in the previous test is not tested in a subsequent retest. At further retests, main lines are tested
next to the middle main line (i.e. A2, B2, C2).
In the Geronimo³, very age-resistant Liros PPSLS lines made of Dyneema are used for the A and B mainlines. This means that a strength test after 24 and 48 months can be dispensed with in favour of an evenageing of the main lines.

!

Top lines/ middle line level: Above the main lines, one continuing line is removed up to the canopy and thebreaking load is also determined. If the determined breaking load of the A-line is 1.5 times the nominal value(e.g. nominal value 50 daN, determined breaking load >75 daN), then a test of further lines on the B/C/Dlevels can be omitted.

!

Limit values of the individual lines for the Geronimo³:

Lineposition
AR1, AR2, BR1, BR2
AR3, BR3
BR4
CR1, CR2
CR3
AM1 - AM4, BM1 - BM4

20

Limit (daN)
143
75
50
85
61
70

Leineposition
Limit (daN)
AM5-AM6, BM5 - BM6
43
AM7-AM826
CM1 - CM443
CM5 - CM6
26
A1 - A8, B1 - B8, C1 - C7
38
A9 - A15, B9 - B15, C1 - C13, D1 - D1123

Inspection of the canopy strength::!

The testing of the canopy strength is done with the Bettsometer (B.M.A.A.aproved Patent No. GB 2270768
Clive Betts Sales). In this test, a needle-thick hole is made in the upper and lower sails in the area of the Aline attachment and the fabric is tested for its tear resistance. The limit value of the measurement is set at
600 g and a crack length of 5 mm.

!

The exact test procedure is specified in the operating instructions for the Bettsometer. The measured value
determined is entered in the inspection report.

Inspection of the air permeability of the cloth:!

Using a JDC textile clock, a porosity measurement is carried out at at least 5 points on the upper sail (with atleast 2 measuring points in the middle third of the canopy) and at least 3 points on the lower sail. The values
determined are recorded in the inspection report. The measuring points on the upper/lower sail are
distributed over the span and approx. 20-30 cm behind the leading edge.

!

Limit values: no measuring point may reach a value below 15 seconds. If a measurement shows a value ofless than 15 seconds, the paraglider loses ist airworthiness.

Visual control of trim and settings:!

All lines are to be checked according to the line overview plan to ensure that they are correctly configured up
to the riser and that all line levels are running free.

Checkflight:!

A check flight is only necessary after major repairs.

!

During the check flight it must be determined whether the flight characteristics of the paraglider being tested
have changed compared to a brand-new glider.

!

The examiner must be capable of comparing the construction regulations with the flight behaviour of theparaglider to be tested and of determining any changes in the characteristics of the paraglider. This includes
above all that the paraglider and its characteristics / flight behaviour are known to the examiner.

!

The type certification standards applied at the time of approval of the type must be known.

!

A check flight must include at least the following points: take-off behaviour, tendency to deep stall (returnfrom B-stall), tendency to negative curves, steering range lengths, side collapse >50% .

!

If the checked glider does not behave correctly in any way, it must no longer be flown and must be returnedto the manufacturer for inspection. Under no circumstances should you attempt to rectify the fault yourself.

18.7. Documentation!

All test results as well as all details of the glider (type, size, serial number, year of manufacture) must berecorded in the inspection report.

!

Repair and maintenance work will also be noted on the inspection report.

!

The overall state of the glider is displayed according to the checkboxes of the verification protocol. In theoverall state, all determined values such as strength, porosity, etc. are included.

!

If the inspection result is negative, contact the manufacturer to agree on the further procedure (e.g. sending
the device to the manufacturer for repair).

!

Exceptional defects must be reported to the manufacturer immediately!

!

The inspection is to be marked on the glider next to the type label with an appropriate inspection stamp orlabel. The information must include at least the time of the next inspection, place, date, signature and nameof the inspector.

!

All inspection documents (inspection report and measurement report) shall be prepared in triplicate. The
equipment owner, inspector and manufacturer each receive one copy (the copy must be submitted
promptly). The retention period for the inspection documents is 6 years.

21