2.5.4 Spiral Dive
Very high descent rates can be achieved with a Spiral Dive- >10 m/s. In a spiral dive,
a pilot will also be exposed to centrifugal force that can be quite uncomfortable as the descent rate builds.
To enter a spiral dive, begin at trim speed then slowly draw one brake downward (while keeping the other one all the way up) and
lean to the braked side. The wing will turn with increasing speed. Once you have reached the descent rate you are comfortable with, re-centre
yourself in the seat while maintaining the turning side brake at the same height. You will find yourself pushed into your seat by the centrifugal force.
Maintaining a little tension on the outside brake will help to keep the wing stable. Too exit, gradually raise the braked side and apply a little more outside brake (do not
heavily brake the outside side of the wing to exit). As you exit the dive, re-enter the turn (not as deeply as when you were in a spiral dive) to help bleed off speed without
climbing. The glider will return to normal flight. If the rate of descent has been very high, the glider may continue to rotate through one full turn before exiting.
Up to 8 Gs can be achieved and can be tolerated by the ATIS, but almost all pilots will lose consciousness before 6 Gs! If you become disoriented, experience a narrowing of your field of vision, or the
centrifugal force is uncomfortable, exit the spiral dive. Always exit with at least 150 meters between you and the ground to ensure that some altitude remains to cope with any problems that you may
experience upon exit.
2.5.5 Emergency Steering
If you have already launched and you find that you cannot turn the glider because a brake line has tangled or broken, you may steer and land the glider using the rear D-risers.
To do this, release BOTH Brakes (even if only one brake line is affected). Grasp the D-Risers on the ATIS at approximately the maillons. You can now steer the glider in the same way you can with the brakes. The risers will require
considerably more effort than with the brakes, and cannot safely be moved as far downward. Also, they may not be as useful to flare. Because of these flight characteristics, fly carefully to the nearest landing zone. Anticipate having
to run a bit more on landing.
2.6 CRITICAL SITUATIONS AND FLIGHT INCIDENTS
Critical incidents may occur due to a number of factors. Pilot error and turbulence are the most common causes. The descriptions here are for your guidance and so that you may recognise impending trouble and safely recover.
You should attend a Safety Course, and go through these manuveurs with a qualified instructor, very high over water, equipped with a reserve parachute, and wearing a good helmet and life jacket.
The ATIS is designed to be a safe, stable glider that recovers easily from these situations. If it shows any tendency toward unpredictable behaviour, stop flying it and ship it to the manufacturer for inspection.
2.6.1 Parachutal Stall
This may occur upon exit from a B-stall (section 2.5.3), or when braking deeply in lift. It means that the wing remains stable overhead, but
forward flight slows dramatically or ceases and the descent rate increases. There are two equally effective means to
recover from a parachutal stall. The first is to push forward on the A-risers until the glider begins
