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handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these incidents in real
flight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the TAKOO 5’s profile stability, strong turbulent air may cause
the wing to collapse asymmetrically, especially in very strong turbulence,
especially if you do not fly actively and prevent the collapse. In this case
the glider conveys a loss of pressure through the brake lines and the
harness. To prevent the collapse from happening, pull the brake handle
on the affected side of the wing. It will increase the incidence of the wing
(angle of attack). If the collapse does happen, the TAKOO 5 will not react
violently, the turning tendency is gradual and easily controlled. Weight-
shift toward the open, flying side (the opposite side of the collapse) to
keep the wing flying straight, while applying light brake pressure to that
side if necessary. Normally, the collapsed side of the wing should then
recover and reopen by itself. If it does not, try to weight-shift towards the
collapsed side. If this does not resolve the issue, pull the brake handle
on the collapsed side decisively and quickly all the way (100%) down
and release it back up immediately. You may have to repeat this action
to provoke the re-opening of the collapsed glider side. Do not over-brake
or slow down the flying side of the wing (control the turn). Once the
collapsed side is open make sure you return to normal flying speed.
Frontal collapse
Due to the TAKOO 5 ‘s design, in normal flying conditions frontal
collapses are unlikely to take place. The wing’s profile has great buffering
abilities when dealing with extreme incidence changes. A frontal collapse
may occur in strong turbulent conditions, entering or exiting powerful
thermals. Frontal collapses usually re-inflate without the glider turning, but
a symmetrically applied quick braking action with a quick deep pump of
both brakes will accelerate the re-inflation if necessary. Release the brake
lines immediately to return to default glider air speed.
Negative spin
A negative spin does not conform to the TAKOO 5’s normal flight
behaviour. Certain circumstances however, may provoke a negative spin
(such as trying to turn when flying at very low air speed whilst applying
a lot of brake). It is not easy to give any specific recommendation about
this situation other than quickly restoring the wing’s default air speed
and angle of attack by progressively reducing the tension on the brake
lines. The normal wing reaction will be to have a lateral surge on the re-
accelerated side with a rotation not greater than 360º before returning to
default air speed and a straight flight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall have been
eliminated from the TAKOO 5.
A parachutal stall is virtually impossible with this wing. If it did enter into
a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inflated. To regain normal air speed, release brake line
tension symmetrically and manually push on the A-lines or weight-shift
your body to any side WITHOUT PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the TAKOO 5 stalling during normal flight is very unlikely.
It could only happen if you are flying at a very low air speed, whilst over-
steering or performing dangerous manoeuvres in turbulent air.
To provoke a deep stall, the wing has to be slowed down to its minimum
air speed by symmetrically pulling the brake lines all the way (100%) down
until the stall point is reached and held there. The glider will first pitch
rearward and then reposition itself overhead, rocking slightly, depending
on how the manoeuvre is done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total brake travel. The wing will
then surge violently forward and could reach a point below you. It is most