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EN
Rapid descent techniques
To quickly lose height, we recommend three possible manoeuvres. We
have ordered these by degree of difficulty:
1) Big ears
To use big ears, both outer A-lines (fitted on a separate riser – split
A-risers) should be pulled down simultaneously. The brake handles
(without an additional wrap) remain in your hands. As long as the lines
are held down the wingtips remain folded and this increases the sink
rate.
If the speed bar is used as well, this increases sink and speed. This
also equalises the higher angle of attack caused by the increased drag
of the ears. With »big« big ears (if the A3 line is pulled further), it is
necessary to use the speed-bar to avoid the angle of attack becoming
critically high.
To release the ears, release the A-lines fully and allow them to return to
their normal flying position. If the ears do not open automatically, the
pilot can use a quick, sharp tug on the brakes to assist the opening.
2) B-line stall
We do not recommend a B-line stall with the BANTAM.
3) Spiral dive
The spiral dive is the most demanding descent technique and should
be learned at great height, preferably during an SIV/pilotage course.
The manoeuvre has two phases:
• First the pilot weight-shifts into the turn and then uses the inner bra-
ke to induce an ever tightening turn (note: do not jerk the brake, but
pull it smoothly and continuously). With increasing acceleration, the-
re will be a moment where the G-forces rapidly increase and the nose
of the glider begins to point to the ground until (during a successfully
performed spiral dive) the nose is nearly parallel with the ground.
• At this point the wing will reach sink rates of 20 meters per second
(m/s) or more. The acceleration can be more than three times gravita-
tional force (>3g). The pilot must be aware of these forces.
Before learning to spiral, pilots should practise controlled exits from
steep turns. These exits are performed by using the outer brake, whilst
the inner brake initially remains in the same position. The outer brake
speed system. Therefore if the wing pitches forward, the pilot should
not brake, but reduce the acceleration.
In accelerated flight, steering should be performed either by weight-
shift or through asymmetrical speed bar use (by increasing the acceler-
ation on the left side, the wing will turn right).
Speed system geometrical data
If the entire range of the speed-system is utilised, in comparison to the
C-risers the A-risers are shortened by approximately 13 cm (sizes 10
and 14) and 17 cm (size 12).
Turning
Turning a wing is the combination of inner brake, outer brake and
weight-shift. The key is the correct dose of each element. One of the
features of the BANTAM is its sensitive handling. Small brake inputs
are sufficient to fly precise turns.
In thermals, in addition to the inner brake, we recommend lightly
braking on the outside as well – this helps to control bank and speed
of rotation, i.e. you get better feedback from the wing. Additionally
this increases the stability of the wing tip. Tight, controlled turns and
smooth direction changes need practise but should be a skill all pilots
have mastered.
Please note: if the paraglider is no longer steerable using the brake
lines (for example if they have become tangled) then the wing has
limited steering capacity through the C-risers.
This, in combination with weight-shift, still allows reasonable turn
correction. Using this technique also permits a safe landing. The
C-risers should not be pulled so hard that they cause the wing to stall.
Landing
Landing the BANTAM is very simple. In turbulent conditions it is ad-
visable to make your approach whilst pulling a little brake in order to
increase stability and to increase the feeling for the wing‘s movement.
Immediately before touchdown the brakes should be pulled hard –
even to the point of stall.
Please note:
with a
high wing-loading, the
sink rate and speed
in tight turns is sig-
nificantly increased.
Please consider this
when flying close to
the terrain and ground
(e.g. when making a
landing approach).
The increased speed
requires a smooth,
committed flare
before touchdown.
This makes it very
important to fly the
final approach just
above the ground with
only a little brake.
!
!
These physical
demands can be
simulated in a g-force
trainer. We recom-
mend such g-force
training to all pilots.
With »big« big ears
(if the A3 line is
pulled further), it is
necessary to use the
speed-bar to avoid
the angle of attack
becoming critically
high.
!
!
Summary of Contents for BANTAM
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