PAPILLON HIMALAYA Owner'S Manual Download Page 11

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APILL

ON P

GLID

HIM

ER´S M

ANU

ADVANCED HANDLING

Even though the

PAPILLON HIMALAYA has a

very high aerodynamic stability it is possible

that the glider gets into an extreme flight
situation due to pilot errors or turbulent air.

The best method to stay calm and react cor-

rectly is to take part in a flight safety course.
The pilot will learn to manage extreme flight
situation under professional supervision. Ex

treme flight maneuvers may only be executed
in calm air and in sufficient altitude under
professional supervision (e.g. safety training).
Once again, we mention that a rescue system
is required by law. The following extreme
flight figures and flight maneuvers can either
be caused intentionally, through turbulences
or through pilot errors. Every pilot can get
into these flight situations! All mentioned
extreme flight figures and maneuvers are dan

gerous if performed without the appropriate
knowledge, enough altitude or necessary
introduction. A wrong execution of these
described figures and maneuvers may have
serious consequences!

SPIRAL DIVE

Like a normal turn, initiating the spiral dive is
easy with the

PAPILLON

HIMALAYA.

ATTENTION:

The spiral dive is considered

an extreme maneuver and should be flown
only under expert guidance above water.

Due to the high physical stress the maneu-

ver is only recommended for experienced
pilots.

Entry

For a first circle a curve is flown with body
weight and inner brake. Now the inclination is

increased and as soon as the glider tilts into

the spiral, the outer brake is clearly pulled.

Spiral phase

With the outer brake (10 to 30%) you can
control the pitch angle, the sink rate and the
speed during the maneuver. Thereby a G-load
of about 2.5 to 4 G-forces affect the body.

Note: The glider should not be forced into the

spiral too quickly as this could cause a stall
on the inner side of the wing or that the glider
enter an extreme spiral dive with maximum
sink rate. The rapid loss of height can be
underestimated.

Recovery

To recover from a spiral release the brake
pressure on the inner brake and brake strong-

er on the outside. To lose energy when the

glider gets back into normal curve inclination

you need to continue turning for one or two
more circles. The speed is slowed down and
the inclination is reduced. This is done by
re-releasing the external brake and steering to
the inside of the curve.

Note: Recovering too quickly will make
the glider swing far behind the pilot, what
can cause collapses. When recovering
too slowly, a full recovery might not be

achieved and the rapid loss of altitude may

continue. The brake pressure increases
due to the increased G-force in the
maneuver. In order to recover from high
sink rates, it may be necessary to brake

strongly despite of already high brake

pressure. If the recovery is not possible,

deploy the rescue!

WINGOVER

The pilot has to perform right and left turns

with increasing pitch until the desired angle is
reached. Collapsing wingtips are prevented by
gently applying brake pressure in the up-swing
of the wingover. Normally there is no danger
of collapsing wing tips with the

PAPILLON

HIMALAYA except for when there is a very high
inclination.

FRONTAL COLLAPSES

A negative attack angle caused by turbulences

or the simultaneous pull-down of the A-risers
by the pilot, results in a frontal collapse of the
leading edge. The

PAPILLON

BODYGUAR7 re

covers from a front stall by itself very quickly.
If this is not the case, a short brake pulse may
help reopen it.

COLLAPSES

Even with its high stability and very well
responses in turbulences, strong turbulences

can cause the canopy of the PAPILLON

HIMALAYA to collapse. Usually that situation is

not dangerous and resolves itself automatical-

ly without any further input. To support the
recovery, firmly apply the brake on the affect

ed side and simultaneously steer opposite to

the open side. When a large part of the canopy
collaps we recommend:

•

Full weight shift to the opposite side of the
collapse.

• A little brake on the open side to control

direction and prevent rotation of the wing.
Just be aware that the steering must be

dosed for not running the risk to tear off the

flow and stall the glider.

• If the collapsed side does not open

automatically, pump a couple of times the
closed side until it opens.

HOW TO AVOID COLLAPSES

Single side collapses, especially close to
the ground, are the number one reason for
accidents with paragliders. For how to avoid
them or how to handle the situation when it
already happened, some tips and tricks from
our designer and test pilot Ernst Strobl:

The best way to avoid collapses upfront is the
right choice of the paraglider. A lot of pilots
are flying a glider that is a little too hot to
handle for them. So why don`t you get a glider
with a lower rating but in the end fly better and

higher in the thermic and have a lot more fun

and by the way, be safer too. To optimize the
feeling for your glider on the ground, try the
following:

Practice on the ground with the right wind at
a suitable location. Slowly pull up the canopy
and try to hold it up as long as possible with

out looking at it. That is a good way to improve
the feeling for your glider and is a prerequisite
for „active flying“ (the key to avoid collapses).

Very important is also a close look at the

terrain. Watch for obstacles that could cause
turbulences (buildings, trees, ...). On certain
days, for example a freshly mowed meadow
as landing field, could cause a lot of thermal
activity.

Fly very alert on a thermally active day. Watch
your canopy, collapses most of the time,
announce themselves. Light braking in turbu

lences mostly avoids a collapse. You should
have already practiced that on the ground. If
a collapse occurs close to the ground don`t
always try to prevent a turn away. There is a
danger, when the braking on the open side
is too strong, to lose the airflow on this side
and stall the glider. Rather use the turn away
motion to try to open the collapsed side.

Apply smooth braking on the open side,
depending on the size of the collapse, and
maybe a little pumping action. Some canopies
open a lot better when the brakes are fully
applied once on the according side, but that

depends on the brake lines adjustment and

your armlength.

Wrapped lines are cleared at enough altitude
by breaking the opposite side and pumping

the affected side a couple of times. Watch