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the brakes it is best not to release them too quickly. This is in order to prevent the forward
surge of the canopy when it recovers from the stall. If you do release the brakes quickly you
should brake the canopy strongly during the surge forward, to stop the dive. All pilots who fly
the MUSTANG 2 are advised never to attempt this manouvre unless under SIV training. This
manual is not provided to give instruction in this or any other area.
Deep Stall (or Parachutal)
The MUSTANG 2 has been designed so that it will not easily remain in a deep stall.
However if the MUSTANG 2 is incorrectly rigged or its flying characteristics have been adversely
affected by some other cause, it is possible that the paraglider could enter this situation.
Therefore in the interests of safety all pilots should be aware of this problem, and know how to
recover from it. The most common way to enter deep stall is from a flying too slowly, from a B
line stall or even from big ears.
When in deep stall the pilot will notice the following:-
*)
Very low airspeed
**)
Descent is almost vertical (like a round canopy) and is typically at around 5m/sec.
***)
The paraglider appears quite well inflated but does not have the full internal pressure. It
therefore appears and feels a bit ´limp´.
Recovery from deep stall is quite simple.
The normal method is to simply initiate a mild turn. As the canopy starts to turn it will
automatically change to normal flight, but it is very important not to turn too fast as this could
induce a spin.
The second method to exit from deep stall is to pull gently on the A risers. This helps the airflow
to re-attach to the leading edge, but care should be taken not to pull down too hard as this will
induce a front collapse.
If the deep stall is particularly stubborn and the previous methods do not work then a full stall
will solve the problem. To do this apply both brakes again fairly quickly, as if to do a strong stall,
then immediately release both brakes and damp out the surge forward in the normal way. The
canopy will collapse behind you then automatically reinflate and surge forward in front of the
pilot before returning to normal flight. It is the surge forward that exits the canopy from deep
stall.
Spin
This manoeuvre is dangerous and should not be practiced in the course of normal flying.
Spins occur when the pilot tries to turn too fast. In a spin the pilot, lines and canopy basically
stay vertical and rotate around a vertical axis. The MUSTANG 2 will resist spinning, but if a spin is
inadvertently induced the pilot should release the brake pressure but always be ready to damp
out any dive as the glider exits the spin. If the pilot does not damp the dive on exiting the spin
the glider may have an asymmetric deflation.
Asymetric Front Deflation
The MUSTANG 2 is very resistant to deflations, however if the canopy collapses on one side due
to turbulence, then first of all control the direction of flight by countering on the opposite brake.
Most normal collapses will immediately reinflate on their own and you will hardly have time to
react before the wing reinflates automatically. Also controlling the direction will tend to reinflate
the wing. However with some more persistent collapses it may be necessary to actually pump
the brake on the collapsed wing. The pumps on the brake should be long, strong, smooth and
