AirDesign VOLT 3, Manual And Service Book

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more control.
Tension of more than 90kp is not allowed. In any situation, the maximum permitted tension on
the line must not exceed your weight.
You must be informed and aware of the national requirements for towing. This includes matter
such as: tow/winch licence requirements, qualified tow operators, suitability of glider for
towing, if winch and towing-links are certified etc.
In general, the regulated and enforced regulations must to be followed.
j. Asymmetric and Frontal Collapses
As with any paraglider, collapses can occur. “Active flying” , as described in point “f” , can help
avoid deformations.
You should always maintain course and direction by weight-shifting away from the collapsed
side. This can be reinforced by applying a amount of brake on the opposite side to the
deflation. If the collapse stays in, the glider can be re-inflated by pumping the brake on the
collapsed side in a firm and smooth manner. Be aware that the brake travel is shorter when the
glider is collapsed and the glider can stall with less brake input.
If you experience a big collapse while accelerated, release the speed-bar immediately.
To assist in the reopening of a frontal collapse you should pull both brakes equally at the same
time. This also reduces the dive after the glider reopens.
NOTE: Pulling too much brake during a frontal collapse recovery can stall the glider or cause
the glider to revert from the frontal collapse directly into a deep-stall.
NOTE: We recommend supporting the reopening after a frontal deflation by pulling the brakes.
k. Reopening a Cravat
In extreme conditions and rare cases it is possible that the wing tip(s) can become trapped
between the lines. In general, this would happen only after a big uncontrolled collapse or
during extreme manoeuvres.
If this cravat occurs, in the first instance use the techniques described for releasing asymmetric
collapses.
If it fails to release, take hold of the stabilo-line (green coloured line) and pull constantly
towards yourself until the trapped section of the wing is released. Another method would be
to stall the wing (see at m. Full-stall)
At low altitude it is important to stabilize the rotation, if any, and if this is not possible use the
reserve (rescue).
l. Negative Spin
We recommend that this manoeuvre is only carried out during a safety training course over
water and under supervision. The intention in this situation is for a pilot to discover the point-
of-spin and to control it. This demands a high level of experience and skill.
The longer the time between the glider entering a spin and the pilot attempting to recover, the
more risk there is of it getting out of control.
As the glider surges forward, slow it down with the brakes to avoid the possibility of an
asymmetric collapse. Always wait for the glider to be in front of you or above you when