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9.5. Turns:
The high agility of the Airtaxi² is due to its special steering characteristics: It reacts very directly and without delay to
control impulses.
By shifting the weight (the pilot leans on the inside of the curve), very flat curves can be flown with minimal loss of
altitude.
Weight shifting and pulling on the inner steering line is suitable for fast changes of direction.
For thermal flying, the combination of weight shift, braking on the inside of the curve and controlled additional braking
on the outside of the wing is best recommended. By pulling in the opposite direction and releasing (active flying) with
the inner and outer brake, the curve radius and lateral position can be changed and the centering of the thermals can
be optimised.
Attention:
if the steering lines are pulled too far or too fast, there is a risk of stall!
A one-sided stall is clearly announced: the inner side of the wing curve becomes soft and the inner third of the wing
almost "stops". If this flight condition has occurred, the inner brake must be released immediately.
9.6. Active flying
Active flying can prevent many collapses in advance!
Active flying means to fly the paraglider as stable and efficient as possible by shifting weight and steering impulses.
In turbulences and rough thermals the glider should always be held vertically above you by active flying with
controlled brake inputs.
When flying into strong thermals, the angle of attack of the paraglider increases. If the brakes are released while
flying into the thermals, the canopy can accelerate and remains almost above the pilot's head. The situation is
different when flying into down winds: here the brakes are applied in a controlled manner.
9.7. Landing
The Airtaxi² is easy to land. In the final glide against the wind the wing can be let out slightly braked. At a height of
approx. 1 m above ground, the angle of attack is raised and intercepted by an increased braking level. The time of
landing should coincide with the full use of the brakes.
If there is a strong headwind, the use of the brakes should only be very controlled in order to avoid a stall before
landing!
On this occasion we would like to suggest not to reduce the altitude by the risky bad habit of "pumping" if the approach
is too high.
Also landings with steep curves or turns in the final approach are to be avoided absolutely.
After the landing the wing should not fall on the ground with the nose first. This can destroy the profiles and impair the
material in the leading edge area on the long run!
10. Winch towing
The Airtaxi² is suitable for winch towing. We generally recommend using a towing aid for all paragliders, which
activates the acceleration system during the towing process.
This towing aid accelerates the paraglider during the towing process and thus not only simplifies the take-off
procedure but also reduces the risk of deep stall and enables higher release heights.
Attention:
Paragliders which are damp and/or whose line lengths/air permeability values are no longer within the
permitted tolerance have a significantly increased risk of deep stall when towing with a winch!
Winch towing is only permitted with a valid winch towing licence. The special features of a towing site and the
equipment used (winch, towing release, etc.) should always be discussed with the winch operator and the take-off
officer first.
We expressly point out that the equipment required for towing must also be certified in any case.
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11. Powered flight
The Airtaxi² is currently not certified for flying with a paramotor or trike.
12. Extreme flight situations
12.1. Side collapse
A side collapse is probably the most common malfunction in paragliding. If the Airtaxi² collapses in turbulent air, this
usually only occurs in the outer wing area.
In order to maintain the flight direction in this flight condition, the opposite, open wing side has to be braked.
If the canopy collapses very hard, the braking of the open side may only be very dosed to avoid a stall.
After the turning away has been prevented by counter-steering, the canopy can be opened again at the same time by
pumping on the folded side.
If the side collapse is not actively counteracted, the Airtaxi² usually opens automatically within less than half a turn. If
the canopy does not open automatically due to the strong turbulence or other influences (entangled lines), the
paraglider will turn into a spiral dive.
12.2. Entangled lines
In the event of large collapses or other extreme situations, any paraglider may become tangled. The collapsed
sections of the wing tip will get caught in the lines. Without pilot reaction the glider turns into a very strong spiral.
Once this has happened, the turning of the wing must be stopped first by a sensible counter-brake.
If the rotation speed should continue to increase despite counter-action, the rescue parachute must be released
immediately at low altitudes.
If the height is sufficient, the following possibilities can be used to try to release the entangled wing tip:
- Try a sensitive counter-braking and a very fast, resolute and deep pulling of the steering line at the entangled side.
- Pull the coloured Stabilo line.
If these measures are not successful, you can try to release the entangled wingtip with a full stall if the height is
sufficient.
Attention:
The flight manoeuvres mentioned above are very demanding and can cause high altitude loss! If the pilot feels
overstrained or if there is not enough altitude, the rescue system must be activated immediately!
12.3. Front stall
The collapse of the entire leading edge is usually caused by strong pulling on the A-belts, accelerated flying or
sudden strong turbulence. Although this flight disorder looks spectacular, it is often not dangerous if the collapse
depth is low. Often there are no turning movements, the glider usually opens quickly by itself and quickly picks up
speed again. The opening can be accelerated by braking in a controlled manner on both sides.
Timely recognition of the situation and quick reaction by braking on both sides helps to keep the loss of altitude as low
as possible and not to lose control of the malfunction.
12.4. Deep stall
During a deep stall, the paraglider has no forward speed and at the same time significantly increased sink rates. The
deep stall is caused, among other things, by releasing the B-risers too slowly when the glider is in a B-stall, by an old
and porous cloth, by damage to the lines or ribs, by pulling the C- or D-risers or by an inadmissible take-off weight.
