User manual / Handbuch / Manuel / Návod k obsluze
AEON
In the event of an asymmetric collapse:
• Keep the paraglider flying straight by leaning away from
the collapsed side and applying sufficient (just enough, not
too much) brake to maintain course.
• Speed up the reopening of the closed side by a single,
positive input on the collapsed side & repeat if necessary.
4.10. Full Stall
Certain pilot behaviour or weather conditions can cause a full
stall. This is a serious deviation from regular flight and can be
difficult to manage. If a stall occurs at less than 100 m above
the ground, throw your reserve parachute.
Main Causes of a Full Stall:
• Poorly timed or excessive use of the brakes when the
airspeed of the wing is reduced (e. g. when coming out of a
spiral or speeding up after a B-line stall).
• A soaked or heavily drenched leading edge (from rain or
a cloud) can result in a stall due to uneven airflow over
the leading edge. Reported cases of this phenomenon
are linked to high levels of porosity in the glider‘s fabric.
Whatever the cause, a full stall can be either symmetrical
or asymmetric (a spin).
If you find yourself flying in unavoidable rain we strongly
recommend that you avoid any sudden movements or radical
brakeline input, that you do not pull Big Ears or B-stall, and that
you steer clear of turbulence and avoid a deep flare on landing.
In both cases the pilot has two possible courses of action:
• If the full stall happens above 100 m it is strongly
recommended to initiate standard stall recovery assuming
the pilot is familiar with the process (i.e. a complete
execution of the full stall, stabilisation of the wing and
progressive lifting of the hands to resume normal flight).
• If the full stall happens below 100 m or if the pilot is
unfamiliar with stall recovery the reserve parachute should
be deployed immediately.
4.8. Use of Speed Bar
Your AEON is equipped with a highly efficient speed system or
accelerator. For fitting and positioning of the speedbar consult
the instructions provided by your harness manufacturer. Before
each take-off check that the speed bar works freely and that
the lines are long enough to prevent the speed bar from being
activated involuntarily in flight. If the harness is fitted with a
front mounted reserve the speed bar lines must pass under
the reserve container and the reserve bridle so that it can
be deployed correctly. Use of the speed bar increases the
maximum speed of the paraglider by up to 30% of the trim
speed.
AEON’s LEO system allows the wing to have a highly
tensioned leading edge at accelerated speeds, offering a solid
feel and good levels of deflation resistance and added glide
performance. Whilst this offers improved deflation resistance,
no paraglider is immune from deflations in certain conditions
and the deflation point can be sudden when flying at high
speed. Use of the speed system does reduce the angle of
attack and therefore there is an increased risk of a frontal (or
asymmetric) collapse. For this reason, we do not advise the use
of the speed bar near to the ground or in turbulent air.
4.9. Asymmetric or
Frontal (Symmetric) Collapses
Despite tests showing that the AEON recovers spontaneously
or with minimum input after collapses, active piloting is
recommended in the event of an asymmetric or frontal collapse.
Active piloting will reduce the loss of altitude and a change of
direction.
In the event of a frontal (symmetric) collapse:
• Bring both brakes down symmetrically to speed up
reopening of the leading edge, then immediately bring your
hands back up to the normal flying position.
4.11. Flying Without Brakes
If a brake line or pulley breaks or jams, it is possible to fly AEON
using the C riser control handle (rear risers). The movements
should be finely controlled as the deformation of the wing due
to the traction on the C risers is greater than that produced by
using the brakes.
Tip: Practice this method of steering to be prepared before a
real brake failure!
4.12. Comments on Testing
Procedures
All manoeuvres were carried out over water in a stable air mass
with standard temperature, humidity and pressure. They were
carried out by professional pilots trained to react to any problem
in the most appropriate manner. Test reports are available on
the website: www.sky-cz.com.
4.13. Harness Adjustment
For test flights the pilots used ABS harnesses with the following
set-up:
Size
Distance between
hang points
Advice for hang
points distance
AEON M
see the EN certificate
see the EN certificate
AEON L
see the EN certificate
see the EN certificate
AEON XL
see the EN certificate
see the EN certificate
We recommend the use of a harness with adjustments as
close as possible to those used during the homologation tests.
Excessive cross-bracing (chest strap very tight) increases the
risk of risers twisting during certain manoeuvres. A looser
setting may result in a tendency to fall towards the collapsed
side. Lower hang-points reduce the roll-stability of your harness
and can slow reopening of asymmetric collapses. Higher hang
points (+ 2–4 cm) have no influence on in-flight safety and can,
therefore, be tolerated.
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