User manual / Handbuch / Návod k obsluze
KUDOS 2
4.9. Full Stall
Certain behaviour or weather conditions can bring about a full
stall. This is a serious incident that can be difficult to manage.
In the case where the stall occurs at less than 100 m above
the ground, it is recommended to use your reserve parachute.
Main Causes of a Full Stall:
• A poorly timed or an extensive use of brakes when the air
speed of the wing is reduced (e. g. when coming out of a
spiral or speeding up after a B-line stall).
• Soaked or heavily drenched leading edge (from rain or a
cloud) can result in a stall due to an uneven airflow over the
leading edge. This process has been related to high levels
of porosity in the glider‘s cloth.
Whatever the cause, a full stall can be either symmetrical or a spin.
In both cases the pilot has two possible courses of action:
• If the full stall happens above 100 m it is strongly
recommended to execute the stall recovery supposing the
pilot is familiar with the process of such an action (e.i. a
complete execution of the full stall, stabilization of the wing
and lifting hands progressively to come back to a normal
flight).
• If the full stall happens below 100 m or if the pilot is
unfamiliar with the stall recovery, the reserve should be
deployed immediately.
4.10. Flying Without Brakes
If a brake line or pulley breaks it is possible to fly the KUDOS
2 using the D risers (rear risers). The movements must be well
controlled as the deformation of the wing when pulling on the D
risers is greater than that produced by using the brakes.
Tip
: Practice this way of steering to be prepared in case of
a brake failure!
4.7. Use of Speed Bar
KUDOS 2 is equipped with a speed system. For fitting and
positioning the speed bar consult the instructions of the
harness manufacturer. Before every take-off check that the
speed bar works freely and that its lines are long enough to
ensure that it is not engaged permanently. 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 easily.
Using the speed bar can increase the maximum speed of the
paraglider by up to 30% of the trim speed. However, it does
reduce the angle of attack and therefore there is an increased
risk of a frontal (or asymmetric) collapse. We therefore do not
advise to use the speed bar near the ground or in turbulent air.
4.8. Asymmetric or Frontal
(Symmetric)
Collapses
Despite that tests proved the KUDOS 2 recovers on its own
after collapses, active piloting is recommended in case of an
asymmetric or frontal collapse.
Active piloting will reduce the loss of altitude and a change of
direction.
In case of a frontal (symmetric) collapse:
• Bring both brakes down symmetrically to speed up the
reopening of the paraglider, and then raise your hands
back up immediately.
In case of an asymmetric collapse:
• Keep the paraglider flying straight by leaning in the
opposite direction of the collapse and simultaneously
applying the brake on the opposite side of the collapse.
• Speed up the reopening of the closed side by a single,
positive input on the collapsed side.
4.11. Comments on the
Testing Procedures
All maneuvers 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.
4.12. Adjustment of the harness
For test flights the pilots used ABS harnesses with the following
set-up:
Size
Distance from
seat board
Distance
between
hanging points
KUDOS 2 XS
40-41 cm
41-42 cm
KUDOS 2 S
41-42 cm
42-43 cm
KUDOS 2 M
42-43 cm
43-44 cm
KUDOS 2 L
43-44 cm
44-45 cm
KUDOS 2 XL
44-45 cm
45-46 cm
We recommend adjusting the harness in a very similar way to
the test adjustment. Excessive cross-bracing increases the risk
of twisting the risers.
A looser setting will result in a tendency to lean towards the
collapsed side.
Lower hang points reduce the roll-stability of your harness
and can slow down the reopening of asymmetric collapses.
Higher hang points (+ 2–4 cm) have no influence on inflight
safety and can therefore be tolerated.
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