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EN
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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.
Cravats
If a part of the wing is so tangled in the lines that it cannot free itself
(possibly after a collapse), it is referred to as a cravat. This occurrence
cannot be discounted on any model of paraglider.
In the case of a cravat, we recommend the following:
1. Brake on the opposite side:
In the same way as during an asymmet-
ric collapse, the wing will try to turn in the direction of the cravatted
side. If the pilot does not use the opposite brake (on the open side),
then the rotation of the wing can quickly turn into a locked-in spiral
dive which either requires great effort or in some cases it is actually
impossible to exit. It is essential to prevent this rotation.
2. Open the cravat by pumping the brake:
A hearty pull of the brake
on the tangled side may release the cravat. A timid pull of the brake
rarely works.
3. Pull the stabilo line:
If a pull of the brake line is unsuccessful, pulling
the stabilo line may work. The stabilo line is the outermost line on
the B-riser and is green in colour.
4. Collapse the cravatted side:
Collapsing the tangled side by pulling
the A-risers may be effective.
5. Full stall:
A pilot who has mastered the full stall manoeuvre has an
effective method of releasing a cravat.
6. Parachute:
Throw your reserve parachute without delay if you have
lost control of your wing and you are unsure whether you have suffi-
cient height for further recovery attempts. If possible, stabilise the
wing by using opposite brake until the parachute is fully open.
Make a habit of mentally rehearsing throwing your parachute by, for
example, practising putting your hand on the parachute handle during
flight. This is useful preparation should the worst happen.
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.
The available brake travel up to the stall point depends on the size of
the wing:
• approximately 60cm for the PRION 4 XS • 70cm for the PRION 4 M
• 66cm for the PRION 4 S
• 73cm for the PRION 4 L
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 recom-
mend 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.
A full stall is a com-
plex 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.
Please note: if the
brakes are pulled for
longer than a quick
tug, the wing will go
into a full stall!
!
!
Many pilots hesitate
too long to throw
their parachutes or
they fail to use it
completely. Utilising
your rescue para-
chute is preferable
to being under an
uncontrollable wing.
!
Summary of Contents for prion 4
Page 1: ...Manual _DE _EN...
