The inspiration - the mile-eaters of the sports class. For nearly a decade, the MENTOR has been the benchmark in LTF/EN B cross-country wings and it wins everything that can be won. With the new SECTOR we have taken the same approach - but in the sports class (EN C). The low aspect-ratio (5.92) is the basis for a high level of passive safety and confidence-inspiring flying characteristics. Coupled with a precise handling, the SECTOR offers an impressively high level of totally usable performance.
Immediately after take off the pilot will feel a solid wing with a high comfort factor. And this happy feeling continues when initiating a turn. Short brake travel with very moderate pressure results in direct and precise responses to brake inputs. Whether the thermals are large and weak or small and strong, the SECTOR will climb in anything. It will master all turns and angles of bank. Its main strengths are balance and simplicity.
In terms of the technical data, the SECTOR is nearly exactly positioned between the MENTOR 5 and the TRITON 2.
The same applies to the pilot target group. Any pilot who has a handle on their MENTOR and wishes to have more performance and that "EN C feeling" in handling will love the SECTOR. In comparison to the TRITON 2, clearly the SECTOR requires less active flying - but this does not change the fact that this is a sports class wing.
Little weight – compact packing volume
In size M (90–110 kg), the SECTOR only weighs 4.4 kg! This nearly puts it in the specialist lightweight wing market. We did not, however, make this a radical lightweight construction. The internal wing construction has been analysed and optimised for strength and then made lighter by using Triple Tape Diagonals. The risers are 'normal', but light and slim. Our cloth choice is a clever compromise of durability and lightness. This means the SECTOR is absolutely usable for hike & fly and vol biv.
Of course, the SECTOR comes with all NOVA guarantees and services.
Further design details
Diagonal Tape Ribs are lightweight and ensure a stable structure (as used on the PHANTOM). Although more complicated to manufacture, they ensure better form stability without adding weight.
Automatic speed-bar stabilisation when accelerated: The outer A-line is re-routed over a pulley. This means that when using the speed-bar, the inner A-lines are fully accelerated and the outer A-lines are accelerated by 50%. The result is more wing stability and less tendency to yaw.
Low Drag Brake: The Low Drag Brake on the SECTOR looks unusual, but in the course of the wing's development we found it to be the optimal solution- both in terms of the number of line attachment points (fewer lines = more performance) and in terms of the brake pressure, sink rate when turning and steering characteristics.
Easy Packing: Many current sports class wings have a complex construction with long rods and a multitude of reinforcements. For the SECTOR we applied the NOVA motto: "Keep paragliding simple". Apart from the kink resistant nylon rods in the leading edge, we were able to avoid using any other reinforcements. The SECTOR doesn't require a concertina bag.
Peter Gebhard, X-Alps finisher (2013, 5th place) and former PWC competition pilot commented after testing the SECTOR in the Dolomites:
"Launches easy, flies, climbs and turns well! I would describe the brake as rather short (for an EN C wing) with moderate brake pressure."
The SECTOR experience – The perfect day (VIDEO)
Everything you need to know about the SECTOR:
- Low aspect ratio – high level of really usable performance
- Short brake travel – moderate brake pressure
- Balanced thermalling characteristics with exceptionally good climb rate
- Stable on bar – flat polar
- Lightweight construction – small packing volume, little weight, improved take off characteristics
The brakes are components relevant to certification - modification can affect the flying characteristics and extreme flight behaviour. Because of this, we strongly advise against any modification of the brake system. It is important that the brake has sufficient travel before it engages. This is also important so that the wing does not brake automatically when the speed bar is used. Furthermore a brake that engages too early affects performance and influences the recovery during incidents, for example during a collapse or when the canopy goes parachutal.
Performance data depends heavily on the drag created by the pilot and this is linked to their seating position and harness type. An aerodynamic harness or seating position can make the difference of one glide ratio point. We at NOVA never determine absolute performance data, instead we make comparisons with reference gliders. For this reason we do not publish performance data.
How a pilot holds the brakes is a matter of personal preference - but it does have a marked influence on the handling and flying characteristics of the wing. We recommend a half-wrap. You hold the brake handle in your palm and twist it half way around your hand so that the brake line lies between your thumb and forefinger. This shortens the brake travel by approximately 20 centimetres and this has a positive effect on feedback - firstly you directly feel the travel of the brake line and secondly, with the arms positioned higher, it is easier to feel the wing. Due to poor ergonomics, we recommend against not taking this wrap. The exception is of course when gliding or during other phases of the flight when steering with the brake is not necessary. Please note: when changing from not having a wrap to taking the wrap, the shortened brake travel must be taken into consideration.
Simplicity is our motto. Our wings can be packed using a concertina bag, but it is not essential. In principle, all our wings can just be stuffed in a packsack. When the wing is folded it is recommended not to bend the rods unnecessarily. This is particularly true if the wing is to be stored for longer periods. Furthermore, we recommend careful handling of your wing.
Sail cloth, lines and all other components are subjected to rigorous testing before they are used in serial production. We not only test the sail cloth for durability (high porosity or reduced tear resistance through UV damage or wear) but also for mechanical robustness, for example stretching. For quality control purposes we regularly take samples during serial production.
During the initial flights the lines are first subjected to load. This load induces a small degree of stretching and shrinking. These are not associated with the line manufacturers or the quality of workmanship - in the factory all NOVA paragliders are trimmed and pre-stretched to within a very low tolerance. To adjust this stretching or shrinking, we recommend that the wing is taken for NTT (Nova Trim Tuning) after ten to twenty flights - after one year at the very latest. Generally, the line lengths remain constant after the first ten to twenty hours. To use make full use of the NTT, Nova encourages all pilots to have their wing checked after ten to twenty flying hours.
Dry, not packed too tightly and if possible in a space without wide temperature variations - these are the conditions that make our paragliders feel well. You should never store a wing when it is moist. You should also avoid excessive heat, like you would have, for example, in the car. Never remove dirt using chemical detergents and/or brushes.