28
Landing
Landing the Ynovar TWO is very straightforward. Flare the Ynovar TWO in the normal way from an
altitude of around 2 m when landing in light winds. It may sometimes help to take wraps on the brakes to
make the flare more effective, and use the pendulum effect of the glider to give a perfect stand up landing
in light winds. Trimmers should be in the middle position.
Chapter V
Recovery Techniques
Stalls
These manoeuvres are dangerous and should not be practised in the course of normal flying. Stalls are
caused through flying too slowly. Airspeed is lost as brake pressure increases and as the canopy
approaches the stall it will start to descend vertically and finally begin to collapse. Should this occur it is
important that the pilot release the brakes at the correct moment. The brakes should never be released
when the wing has fallen behind the pilot. When releasing 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 Ynovar TWO are advised never to attempt this manoeuvre unless under SIV
training. This manual is not provided to give instruction in this or any other area.
Deep Stall (or Parachutal)
The Ynovar TWO has been designed so that it will not easily remain in a deep stall.
However if the Ynovar TWO is incorrectly rigged or is 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 imitate 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 re inflate 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 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 Ynovar TWO 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.
Asymmetric Front Deflation
The Ynovar TWO 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, then pump
Summary of Contents for Ynovar TWO
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