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Be very careful when trying to remove a knot. When there are knots in the
lines or when they are tangled, do not pull too hard on the brake lines, there
is an increased risk of the wing to stalling or negative turn being initiated.
Deep / Parachute Stall
Your
MAVERICK 3
has been carefully designed to resist entering deep stall.
Before exiting a deep stall please ensure that the brakes are fully released.
Actively exit the deep stall by reaching up and push forward with both palms on
either A-risers or pull on the risers.
Avoid flying in very humid air or in rain. A wet canopy may have very unpredictable
flying characteristics, one of which is a radically increased risk of deep stall.
Never pull the brake-lines during a parachute stall, because the glider would
go into a full stall immediately.
If you find yourself flying in unavoidable rain we strongly recommend that
you avoid any sudden movements or radical brake line input, that you do not
pull Big Ears or B-Line-Stall, and that you steer clear of turbulence and avoid
a deep flare on landing.
Asymmetric Collapse
While flying in turbulent conditions it may occur that a portion of your glider
deflates. However, just like in flying in turbulences, please pull gently on both
brakes. Re-inflation is speeded up by counteracting the turning movement of the
canopy until normal forward flight return. Then pump the brake line on the
collapsed side.
If the collapsed part of the canopy is very big, you have to break the open
side very dosed (not too much!) to avoid a stall.
Symmetric Collapse
Your
MAVERICK 3
normally re-inflates promptly in a symmetric collapse without
pilot input. Applying the brakes symmetrically will speed things up.
Emergency Steering
Should it not longer be possible to steer your
MAVERICK 3
, for example due to a
broken line, the glider may be steered by gently pulling on either rear riser. We
recommend for emergency control in the air to use the stabile line.
With a bit of weight shift and by pulling down the stable line allows controlling your
glider precisely and easily.
By steering this way airspeed is reduced hardly. Therefore, for landing you
must change to the rear risers to control your glider. Handling will be more
direct so being careful not to pull too hard.
Negative Spin
If the pilot abruptly applies full brake to one side of the glider while the other side is
at zero brake, the faster side may fly around the braked and stalled side resulting
in a spin. Alternatively, if flying very slowly with almost full brakes on both sides, if
one hand releases one brake suddenly, while the other continues with full brake,
the glider may enter
a negative spin. To exit a spin just do “hands up” to release
the brakes and the glider will return to normal flight.
If you do not have control over your glider and you are running out of
altitude, immediately deploy your reserve parachute.
