9 Pilot’s manual for Nevada2
Initiation: Smoothly pull on one brake so that the glider goes from a normal 360-degree turn into a steep
turn and from there into a spiral dive. The transition into a spiral dive can be made easier by weight shifting
to the inner side of the turn. Keep an eye on the tension of the brakes all the time: reduced tension signals
an overload of the glider and danger of falling into a negative spin.
Recovery: Nevada2 recovers from a Spiral Dive automatically as soon as the brakes are released. Release
them smoothly and always finish a Spiral Dive with safe altitude!
CAUTION: When exiting the Spiral Dive make sure your position in the harness is neutral. Recovery from a
Spiral Dive can be delayed if you are weight shifting to the inner side of the turn.
5.3. SIV manoeuvres
No matter what category of canopy you fly or what level of certification it has, in turbulence or in strong
thermals you may experience all kinds of collapses.
Nevada2 behaves comfortably in these situations. Indeed not only does the glider deal with extreme flight
situations automatically, but it also offers – for its category – an above-average degree of safety. Even so,
you must follow all safety rules when practising SIV. Always pay attention to your altitude.
Before performing any SIV manoeuvre remember:
Practise throwing your reserve on the ground, in a simulator, so that reserve deployment is efficient
and automatic.
Rapid altitude loss and considerable rotational forces may develop during unstable manoeuvres. Take
account of these factors when throwing your reserve.
5.3.1. Asymmetric Collapse – one side of the canopy collapses
Initiation: Grab the outer A-line on one side and pull it down smoothly. The wing tip will collapse to form
a characteristic Big Ear. The size of the ear depends on the depth to which the lines are pulled. You can
stop any turn tendency by applying the opposite brake and by weight shifting onto the inflated side of the
canopy.
Recovery: Under normal conditions Nevada2 will reinflate spontaneously when the pulled lines are
released. Inflation time and loss of altitude can be reduced by suitable piloting. To stop any tendency to
turn off course pull the brake on the inflated side (be careful not to overreact and stall the inflated side)
and weight shift to that side. If the collapse remains then reinflate the collapsed side by ‘pumping’ the
brake on the collapsed side.
CAUTION: It is very important to execute this manoeuvre very carefully. Due to the high compactness of
the leading edge and collapse resistance it is quite difficult to find a right degree of pulling of A-risers down.
This applies particularly to the asymmetric collapse of 75% at full speed!
