HARNESS SETTING
It is better to do the very first setting by hanging the harness with the help of ropes (to a tree or a balcony etc.) so to simulate the action of the wing braces (bear in mind that braces are never exactly perpendicular, instead, they tend to pull outside). This setting is for a 140/210 lb. or 63/78 in. pilot. A variation of few inches is enough in case of heavy pilots.
Start by adjusting the belt (C) by the buckle (5), in order to avoid to interfere with other settings.
Shoulder-paddings - The pilot standing up, the weight of the engine must be on the Green paddings (A); If they are to short they lean on the seat hampering the movements. It must be possible to shift the seat towards the back, without any effort The adjustments must be done by the buckles (1).
	The high chest strap is to avoid the slipping of the engine off the shoulders while ground handling. Thigh straps (3) - the correct adjustment is when you can get into the seat easily, without the use of the hands.. If they are too loose, you can run easier but its difficult to get into the seat after takeoff. If too tight, it is not easy to run, and you cannot slip comfortably
The hooking point (4) and its position (B) must be adjusted following the pilot's size. Each pilot will choose the the adjustment in order to get the spring-catch to better suit his needs in flight as well as on the ground The horizontal length (C) allows the adjusting the incidence of the axis of the engine thrust, hung with the engine off, the thrust of the prop must be near horizontal. This length is connected to the pilot's weight . The spacer bar (D) pushes the pectoral away from the pilot's chest and increases comfort.
The pectoral (E) fasten the harness as in the free flight. The adjusting of the buckle (6) allows to control the stability, the pectoral must be tighten to eliminate the clearance. The anti-torque belt (F) counterbalances the torque of the engine, the adjustment is made by the buckle (7) and (8). The buckle (7) can be adjusted even while in flight.

The carabiner must be attached with main the strap running through the carabiner!

(should it unstitch the carabiner will hold you anyway)

Foot-accelerator (speed system)

New Harness comming late 2002

SETTING THE EMERGENCY PARACHUTE

You can mount an emergency parachute.

For performance, safety and precautions, please refer to the parachute manufacturer's manual .

Hooking points of the bond rope:

We suggest you to use only V or Y shaped bond ropes.

The ends of the rope can be fixed by spring-catch on the provided strengthened point next to the adjusting buckles (5).
The rope can be hooked to the main spring-catches.

To avoid the moving of the bond rope do fix it by strap ribbons.

kind of setting

benefits

impediments

lateral

To the side vertical harness belt. in this case the rope must pass under the pilot's arm from the launching side

Fixing it to the right side it counterbalance the prop torque

You can only launch it by one hand (the right one), better if you first leave the controls.

The hand accelerator could hamper proper deployment

ventral (Front Mount)

In ventral position by a special casing. It can be a short one, straight to the spring-catches (4), or loose to the points (5)

Less impeding while maneuvering

With a short rope you can launch either with the left or with the right hand

The short rope must be hooked to the spring-catches in order to get out of the harness

Pilot's weight / height lb./in.	HANG POINT	higher belt = distance from the base of the spring-catch to the center tube of the frame	space-bars
reference on the drawing:	B	C	D
60 / 170	low	X	short = 27 cm
75 / 180	low	X	medium = 30 cm
90 / 190	high	X	long = 33 cm
		WARNING : The length of C must be 1/2 inch (2.5cm) SHORTER on the right side.