twist (at least 180°) is usually unavoidable. The pilot flies backwards. The DIAMONDcross
then behaves like a conventional cross canopy, but with increased forward movement,
higher pendulum stability and a reduced sink rate.
Twists have basically no negative influence on the DIAMONDcross’ sink rate or pendulum
stability, and can be considered uncritical in contrast to twists of the paraglider. However,
the benefits of a steerable reserve can only be fully realized if the main glider is completely
disconnected. An uncontrollable, partially open surface of the main glider always has a
disadvantageous effect on the flight characteristics of the reserve parachute. This also
applies to all non-steerable systems, which is why it is generally advisable to use separation
carabiners (e.g. CHARLY Paralock) instead of conventional carabiners.
Resolving twists
If the paraglider is disconnected, even multiple twists can be resolved quickly and
easily with the right technique. By making leg kicks in an upright position (slow in one
direction, fast in the other), the pilot turns about 90° per stroke in the desired direction.
This technique is standard in skydiver training, and should be practiced on a suspension
using the reserve attachment points at the harness.
While resolving twists, the pilot should look upwards to the reserve and check whether the
leg kicks are made in the right direction for the respective direction of rotation. If necessary,
the direction of the leg kicks and thus the direction of rotation must be changed.
Spiraling
The DIAMONDcross can be steered using the brake loops on the rear risers. This is most
effective when one side is pulled through quickly and to full deflection to fly a turn. After
about five seconds, the brake can be released briefly to resume full speed. Then it can be
pulled fully again for directional correction. With this method, the canopy turns into the
curve most quickly and in a defined manner.
The control forces of the DIAMONDcross are relatively high and the system reacts much
slower to direction changes than a paraglider. There is no danger of a stall - not even with
impulsive and deep control inputs at the brakes.
Flyback
By pulling the brake loops fully on both sides, the canopy can be brought into a “flyback“.
The reserve will then fly backwards until the brakes are released.
Side slip
By holding one brake long and far down, the DIAMONDcross can also be brought into a
“side slip”. The reserve then pushes stably over one of the two lateral corners. This flight
state is terminated by counter-braking and releasing. The side slip can be helpful to avoid
obstacles or to turn just above ground still against the wind. Pulling the brake too deep
or too hard will not cause a stall, which is very important for the pilot’s safety, especially in
stress situations.
Landing approach
The DIAMONDcross’ minimized sink rate resulting from its canopy trim gives the pilot
more time to prepare for landing and provides optimal conditions for an injury-free
landing. The flight tests have shown that the DIAMONDcross is best landed when the
Operating & packing instructions | DIAMONDcross
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