* * )
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 initate a mild turn. As the canopy starts to turn i t
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 paricularly 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 i f
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 practised in the course of normal flying.
Spins occour 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 Sport 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 asymetric deflation.
29
Asymetric Front Deflation
The Sport is very resistant to deflations, however if the canopy collapses on one side due t o
turbulance, 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 persistanat collapses it may be necessary t o
actually pump the brake on the collapsed wing. The pumps on the brake should be long,
strong, smooth and firm. Normally one or two pumps of around 80 cm will be sufficient. Each
pump should be applied in about one second and smoothly released. In severe cases it can be
more effective to pump both brakes together to get the canopy to reinflate. Be careful not
to stall the wing completely if this technique is used.
Symetric Front deflation.
It is possible that turbulence can cause the front of the wing to symmetrically collapse,
though active piloting by the pilot can largely stop this manouvre occurring accidentally. The
same effect can be reproduced by the pilot taking hold of both the A risers and pulling down
sharply on them. In such a situation the Sport will automatically recover on its own in around
