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67
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EN
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66
The available brake travel up to the stall point depends on the size of
the wing:
• 61 cm for the MENTOR 7 Light XS
• 63 cm for the MENTOR 7 Light S
• 67 cm for the MENTOR 7 Light M
These figures give a rough indication. Their inclusion in this manual is
required by EN 926. In turbulent air, a stall may occur markedly sooner
or later than these figures indicate. Therefore these figures only have
limited significance.
Parachutal/deep stall
A parachutal or deep stall is defined as flight without forward
momentum and with a large sink rate. All our paragliders automatically
recover from a parachutal stall so long as the brakes are released, the
wing is in an airworthy condition and the pilot flies within the operating
limits of the glider.
If the wing is porous or its lines have been altered to the extent that it
is no longer airworthy, then the risk of deep stall is increased. A wet or
icy canopy also carries an increased risk of deep stall.
If a danger situation occurs (for example, unexpected rain) then any
manoeuvre with a high angle of attack should be strictly avoided. This
includes big ears (without speed bar), B-line stall as well as using a
lot of brake. If the flying conditions permit, using a little speed bar is
advisable.
In the case of a deep stall, the speed bar should be utilised. The wing
should then return to normal flight. If this is not the case, we recommend
pushing the A-risers forward.
Alternatively, it is possible to recover from a deep stall with a quick,
symmetrical tug on the brakes which allows the canopy to pitch back-
wards. The subsequent forward pitching returns the wing to normal flight.
During a parachutal stall close to the ground it is important to judge
whether there is sufficient height for the wing to recover from this
oscillation. In this case, a (hard) landing in parachutal stall is preferable
to landing while the wing is still in pitching forwards or backwards.
collapse and fly forwards), this can be resolved easily with a quick
symmetrical pull on the brakes. As mentioned above, it is very import-
ant to immediately release the brake again.
During induced frontal collapses it is very difficult to collapse the who-
le span of the MENTOR 7 Light. On the one hand this is due to the high
load on the A-area and on the other to the hybrid 2.5-line construction.
This makes it easier to collapse the centre of the wing than the wing
tips. These do not collapse at all or with a long delay (usually only when
the centre of the wing is already open again:
https://youtu.be/ixyK93QstAQ).
This behaviour is restricted to induced frontal collapses.
Stalls
Spin
If the pilot brakes one side of the glider too much, a spin will result.
In a conventional turn, the axis of rotation is remote from the wing.
When a wing spins, the axis of rotation moves within the wing span.
The over-braked side of the wing slides back.
The correct pilot reaction is to immediately release both brakes. Occa-
sionally it is necessary to stop the canopy pitching forward.
Full stall
If both brakes are symmetrically pulled too far, a full stall will result. This
means that the wing loses its forward momentum, whilst the pilot con-
tinues to travel forwards. From the pilot’s perspective it feels like the
wing falls backwards. At this moment it is essential that the brakes are
not fully released as there is a risk that the wing will dive – potentially
underneath the pilot.
Please note: if the
brakes are pulled for
longer than a quick
tug, the wing will go
into a full stall!
A full stall is a
complex manoeuvre
and an explanation of
its correct execution
is beyond the scope
of this manual.
Anyone wishing to
learn this manoeuvre
should undertake an
SIV/pilotage course.
!
!
Summary of Contents for MENTOR 7 LIGHT
Page 1: ...Manual _DE _EN...
