ICARO ICE2XC, User Manual

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Asymmetric release of B-Risers: may result in spin.
Releasing risers without releasing brakes as well: may result in deep
stall.
Using brakes directly after exiting: may result in deep or full stall.
Spiral dive
This manoeuvre can result in extreme descent rates and very high vertical and
rotational speeds. Spiral dives with sink rates over 8 m/s are possible but not
recommended. They are dangerous and put unnecessary strain on the glider. If a
pilot looses control while spiral diving, speeds can quickly build up to -20 m/s. This
results in high G-forces on the pilot that can be overwhelming and disorienting.
Pilots conducting spiral dives should have collected enough experience to be men-
tally and physically prepared for the extreme forces of this manoeuvre. Spiral dives
need time and height to recover. Do not perform this manoeuvre near the ground.
If you turn your
ICE2 XC
in a series of tight 360s it will enter a spiral dive. This will
result in rapid height loss.
To initiate a spiral, look in the direction you want to go, roll your body weight in that
direction, and then smoothly pull down on the inside brake. Your
ICE2 XC
will first
turn almost 360 degrees before it drops in to the spiral. Once in the spiral you must
apply a little outside brake to keep the outer wing tip pressurized and inflated.
Safe descent rates of 8 m/s (500 ft/m) are possible in a spiral dive, but the high
speeds and G-force can be disorientating, so pay particular attention on altitude
and surrounding airspace. While performing a spiral dive you can adjust sink rate
with your outer brake.
If you do not use outside brake and continue to add inside brake while allowing
your body weight to roll inside, the spiral will rapidly accelerate and become more
difficult to regain control and exit.
To exit the spiral dive: slowly release the inside brake; bring your body weight to
the outside of the spiral; and apply a small amount of outside brake. As the
ICE2
XC
decelerates allow it to continue to turn until enough energy is lost for it to return
to a level flight without an excessive climb and surge.
Flight Incidents
Warning: simulation of flight incidents (SFI) should only take place at profes-
sional safety training seminars. They should be held using the highest level of
professional trainer and only while flying over water. For your safety, SFI trai-
ning should only be conducted in a very carefully controlled environment:
recue boat in position, life jacket, well adjusted radio and reserve parachute.
Always listen to your trainers instructions.
Deep/Parachutal Stall
Your
ICE2 XC
has been carefully designed to resist entering deep stall. To
practice a deep stall during SFI training involves flying very slowly, near ¾ of
full brake extension and then modulating the brakes, not quite fully stalling the
glider so that it does not fall back, but stays overhead. Because it is very dif-
ficult to achieve on modern gliders, and can lead to severe complications, it is
often omitted from modern safety training. A deep or parachutal stall occurs
when a paraglider has its usual shape, but is descending vertically without
moving forward. In most situations the
ICE2 XC
will exit deep stall and resu-
me normal flight almost instantly. In the unusual circumstance that deep stall
should occur, reach up and push forward with open palms on both A-risers until
normal flight returns. Once in normal forward flight, it is safe to use brakes
again.
Asymmetric Collapse
While flying in turbulent conditions it may occur that a portion of your glider
deflates. It also occurs when pilots allow their glider to pitch ahead or behind
them or roll side to side without actively staying with the glider. This may hap-
pen to all paragliders and may happen with your
ICE2 XC
too. An asymme-
tric collapse may be simulated during SFI training by reaching up and grasping
the A-riser steel karabiner on one side, and aggressively pulling it down. The
leading edge will tuck on that side and then the pilot releases the A-riser.
It is usually not a dangerous situation, if the pilot takes proper corrective action.
Always look at the good side of the glider, put maximum weight shift on the
good side and maintain flight path by adding the minimum brake necessary. In
a small collapse involving less than 25% of the gliders area, usually the glider
re-inflates after a brief moment, with minimal pilot input, and you can resume
your flight. Larger collapses require aggressive weight shifting away from the
collapse and applying a small amount of brake to control direction.