Take off

When pilot carries the paramotor, the struts point towards the ground, not limiting the pilot in his movements. Before start, the prop thrust line is pitched slightly downwards, allowing the pilot’s body to tilt naturally when starting to run. At the moment of starting the take-off run the prop thrust line is still slightly pitched downwards, allowing the pilot’s body to keep a natural attitude. After the take-off, the sliding grommets on the struts move forward due to the tension of leg straps – and the pantograph starts to optimise the direction of thrust of the power unit. By changing the position of his legs the pilot changes the position of sliding grommets and thus vectors the thrust of the power unit. The system works automatically, allowing the pilot to devote his attention fully to controlling the flight. The Praying Mantis is equipped with a double bar for controlling both the pilot’s attitude and the flight. After the start, the pilot remains in a vertical position, allowing him to run in case of a bouncy take-off or in a forced landing if a loss of power occurs. Upon reaching a safe altitude, the pilot puts his heel into the bar No.1. By actuating the bar, the pilot’s body tilts back to the low-drag reclining position (this movement, however, does not change the angle of incidence of the paraglider wing). The position gets fixed automatically, as the sliding grommets move on struts until they lock into the end grooves. By moving the heel to bar No. 2 (it offers itself to the pilot once he takes the reclining position), and pushing on it (speed system), it is possible to increase the speed of the MPG by reduction of the paraglider wing angle of incidence. A reverse process is used if pilot needs to return to upright position. Bar No.2 is released and bar No.1 actuated. This action loosens the sliding grommets’ locks, permitting their release and their movement back to the start and landing position. Thus the pilot is ready for the landing manoeuvre.
Note!!!
Due to the tilt of the pilot and transition of the main snap-ring of the suspension there also changes the suspension height and consequently also the position of the control handles. That is why the pilot must pay attention to the changed travel of the control handles during their operation, so as not to stall the wing unwillingly.

Landing

During the landing manoeuvre the pilot’s does the following:

1. If he does not stand in the speed bar No.2 and the sliding grommets on struts are secured in their terminal position:

a) he steps off the bar No.1. (in emergency it is possible to land relatively safely even with sliding grommets’ secured in their terminal position on the struts, but for correct functioning of the harness it is desirable for the above stated manoeuvre to be performed – step off the bar No.1 and continue in compliance with point b).
b) he releases the tension in sliding grommets’ locks, releases them and allows them to return to their position for start and landing
c) he releases and leaves bar No.1, frees his legs from the harness seat and gets ready for the touch-down and final landing run.
2. If the pilot stands in the speed bar No.2, he must leave the bar and proceed in compliance with points a, b, c