PAPILLON RAQOON, Owner'S Manual

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ADVANCED HANDLING
Even though the Papillon RAQOON 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 correctly is to
take part in a flight safety course. The pilot
will learn to manage extreme flight situation
under professional supervision. Extreme 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 dangerous if per-
formed without the appropriate knowledge,
enough altitude or necessary introduction. A
wrong execution of these described figures
and maneuvers may have serious conse -
quences!
SPIRAL DIVE
Like a normal turn, initiating the spiral dive is
easy with the Papillon
RAQOON .
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
RAQOON 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 recov-
ers 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
RAQOON
to collapse. Usually that situation is not
dangerous and resolves itself automatically
without any further input. To support the re-
covery, firmly apply the brake on the affected
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
out for a possible stall. If that does no clear
the situation, try to pull down the stabiloline
as much as possible. If you are too low for
that, stabilize the canopy on the opposite
side to avoid turning away, and leave the lines
like they are. Instead of any risky maneuvers
rather concentrate on the landing.
In the end one more advice in order to have all
kinds of situations under control: Visit a safe-
ty-training above water. There is no better way