CUMEO
B-LINE STALL
The B-lines are pulled down symmetrically 15-20cm. Keep the brake handles in the
respective hands. The airflow on top of the profile largely detaches and the paraglider
descends without flying forward. Pulling hard on the B-risers allows you to decrease the
area of the wing and increase your sink rate, but this also increases the risk of the wing
forming a rosette to the front. If this happens, recovery from the B-stall immediately!
You can exit the stall by quick and symmetric release of the B-lines. The paraglider will
pitch forward and pick up speed. At no time you may use the brakes in this case!
If the wing doesn’t reopen you may speed up the opening process by gently braking.
Subsequently: Since the CUMEO has only 3 levels, the amount of energy needed for the
B-stall is higher than with conventional 4 level paragliders.
Generally speaking, the B-stall is a maneuver that is being performed less and less, since
it subjects the glider materials to a lot of stress.
7 EXTREME FLIGHT MANEUVERS
ASYMMETRIC COLLAPSE
Your skywalk CUMEO is a very stable glider, but collapses can still happen in strong
turbulence. The inherent turn toward the collapsed side of the glider can be minimized
by braking the open side. With large collapses, brake the open side carefully to avoid stall-
ing the wing.
If the collapse doesn’t open despite braking and weight shifting on the open side, you can
speed up the opening process by repeatedly pumping the brake on the collapsed side.
CRAVAT/ LINE OVER
This type of disturbance has never occurred during test flights with the skywalk CUMEO.
However, it is possible in extremely turbulent air or due to a pilot error that part of the
wing could get tangled in the lines. The pilot should first stabilize the glider by carefully
braking the open side. Without pilot reaction, a cravat can cause a glider to enter a stable
spiral dive!
To clear the cravat, there are several possibilities:
> Pumping the open side
> Pulling on the stabilo-line
> Perform a manual collapse of the affected side
> Fullstall
Should these maneuvers not succeed or if the pilot fells overwhelmed by the
situation, the rescue parachute should be deployed immediately!
CAUTION
TO EXIT A SPIRAL WITH A HIGH SINK RATE (> 14M/S), IT MAY BE NECESSARY
TO BRAKE THE OUTSIDE HALF OF THE GLIDER AND/OR TO SHIFT YOUR
WEIGHT TO THE OUTSIDE OF THE TURN. THE EXIT MAY REQUIRE SEVERAL
COMPLETE ROTATIONS AND MAY CAUSE A HIGH LOSS OF ALTITUDE.
FOR THIS REASON, DON’T PERFORM THIS MANEUVER AT AN ALTITUDE OF
LESS THAN 200 METERS! BY THE TIME YOU REACH THIS ALTITUDE,
THE MANEUVER SHOULD HAVE ALREADY BEEN COMPLETED!
BIG EARS
In contrast to the spiral dive, with big ears your forward speed is higher than your sink speed.
This descent method is used to quickly leave dangerous areas in a desired horizontal direc-
tion. To collapse the wing tips, pull down both outside A-lines, which are connected to sepa-
rate A-risers. The resulting collapsed wing tips will put the glider in a stable sink flight.
The brake handles remain in your hands together with the outer A-risers. The glider can still
be steered by braking on one side or by weight shifting. The danger of canopy disturbances
in turbulent air is greatly reduced with big ears. To increase your sink rate as well as your for-
ward speed, you can also optimize this maneuver with the help of the speed bar.
To exit, release the A-lines. The canopy will normally reopen by itself. You can brake
a little to speed-up the opening. It is better if you reopen one side at a time to reduce
the danger of a stall.
Examples
:
> If the pilot is surprised near a summit with little ground clearance by strong wind
or a thundercloud, neither a B-stall nor a spiral dive can help.
> If the pilot is stuck in very strong lift, it is advisable to exit the lift band with the use
of big ears and to find sinking air in which to lose altitude.
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Descent Techniques
Descent Techniques / Extreme Flight Maneuvers
47
EN
