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On the left side drawing :

The green parts hold the engine on the shoulders while standing up.

The red parts hold the pilot while in flight by the spring catch

The black parts belong to the rigid frame, in trimming the flight they cancel the torque effect of the prop.

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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.
Do start by lengthening 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) e (2).
	The cross belt is to avoid the slipping of the engine off the shoulders while inflating the wing. Thigh straps (3) - you get the right fastening when you can seat easily, without the use of the hands.. If they are too loosen you get hard to seat but you have an easier run. If too tight you get hard to slip back to the seat after taking off.
The hooking point (4) and its lengthening (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 horizontal or few degrees positive (max 10°). This length is connected to the pilot's weight . The spacer bar (D) pushes away the pectoral from the pilot's chest and makes easy to seat.
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.

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 size C must be 1/2 in. SHORTER on the right side.

	The buckles of the thigh's straps as well as those of the pectoral must be fastened with the adjustment outward, otherwise the belt does not lock.
Detail of plastic buckles fastening
the harness must be free to moove upside
how to fix the harness to the frame
	The spring-catch must be slipped so to have the pad-belt inward. (should it unstitch the spring catch will hold you anyway)

the upper streps are screwed to the frame from the top
	don’t tighten this loop , it must be allowed to move up and down

led straps – the correct tension of the straps is obtained when the pilot can go in the sitting position comfortably and without using his hands. Se troppo laschi si corre meglio, ma sarà difficile sedersi, anche se troppo stretti sarà difficile scivolare indietro in posizione seduta dopo il decollo
The seat has two straps in the front that have to be left loose during take off and shortened once in flight to the pilot’s desired position
the chest strap must be tightened is such a way as to limit the sideways pull of the carabiners on the two arms (in flight, the glider pulls the carabiners up and sideways) so as not to stress the frame. The two arms should still be allowed to move freely up and down.
the straps that attach to the frame (see image below) must be adjusted so that, with the chest strap closed, the upward movement of the two arms is limited to 85 cm from the ground (see the image on the right )
the shoulder straps must be adjusted so that the frame is comfortably on the pilot’s back when on the ground but become loose when in flight. While on the ground, with the pilot standing, it is not necessary that his back be touching the frame’s backsupport (as in the PFS system). By adjusting the shoulder straps this way the pilot can moderatly move forward with his shoulders, during the takeoff phase in which the glider picks up the weight of the paramotor, without effecting the correct alignment of the propeller with the ground (and so the line of thrust).
the hang points on the moving arms allow the adjustment of the direction of the line of thrust to the different weights of the pilots. Move forward for heavier pilots and viceversa for lighter ones. The right hangpoint must be 1cm less distant then the left one. a basic setting for an 80 kg pilot is : 28 cm dx, 29 cm sx The measurement is done as in the image on the left.

PER LA VOSTRA SICUREZZA :

la cinghia di sospensione nell'imbrago sistema PSF serve anche da aggancio di sicurezza in caso di cedimento dei componenti metallici ed è particolare molto sollecitato

QUESTA CINGHIA DEVE ESSERE SOSTITUITA OGNI ANNO

www.miniplane.it/shop art.T8FB

while in flight you can use the foot-accelerator .

You must pay a bit more attention when mounting the device and when you wear the harness, in order to avoid the string to get jammed around some belt.

We suggest you to use the double returning in order to reduce the effort (as shown in the picture).

When not used, the pulleys can be put in the side pockets

FOR YOUR SAFETY :

The harness should be checked periodically by a suitably qualified person and replaced when necessary.

Like the glider, the harness also has a limited lifespan, on average every 500 hours of exposure to the sun will reduce the resistance of the synthetic materials by half.

Aerobatic manoeuvres, improper use and landings in water can also greatly effect the fabrics lifespan.

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 firs leave the controls. The gas handle could hamper the proper launch
ventral 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) pay attention please, our EM 11 and em12, must be hang to the carabiners without any modification (prolongments) to the risers	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 - each time you sit on the harness may be dangerous in caso of water landing
over the head fixed to the frame yust back to the pilot head pay attention please, our EM 11 and em12, must be hang to the carabiners without any modification (prolongments) to the risers	very simple assembling, With a short rope you can launch either with the left or with the right hand	in case of a deep spiral because the big centrifugal force may be difficult to find the launch handle
lateral aircone	You can operate it by both hands or hand-launching by hand, using the right hand	weight and dimensions bother, in flight as well as on the ground
aircone cylindrical under the tank	any burden for the pilot good aerodynamics low center of gravity	weight
kind of setting	benefits	impediments

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