CUMEO
NEGATIVE SPIN
A paraglider enters a negative spin when one side of the wing is stalled. The canopy
rotates around the vertical axis with the center of rotation located within the wingspan.
The inside wing flies backwards.
There are two causes for the negative spin:
> One brake is pulled too far and too hard (e.g. when entering a spiral dive)
> One brake is pulled too hard when flying slowly (e.g. while thermal flying).
If an accidental negative spin is exited immediately, the skywalk CUMEO will normally
resume flight without much altitude loss. Just release the brake line that was pulled too
far until the airflow is restored to the inside wing. After a long negative spin, the canopy
may surge forward on one side. This could result in an impulsive collapse.
WINGOVERS
Alternating left and right turns as the bank angle is gradually increased. If wingover
are flown high with a large bank angle, the outside wing tip may loose pressure and
start to feel light. In this case, don’t increase the bank angle any more as the tip could
collapse impulsively.
CAUTION
CAUTION
NEGATIVE SPINS AND WINGOVERS OVER 135° ARE FORBIDDEN ACROBATIC
MANEUVERS AND ARE NOT ALLOWED TO BE FLOWN UNDER NORMAL
CONDITIONS.THE WRONG EXIT TECHNIQUE OR PILOT OVERREACTION CAN
HAVE DANGEROUS CONSEQUENCES REGARDLESS OF THE TYPE OF GLIDER!
FULLSTALL
A glider enters a full stall when both brakes are pulled down too far. The glider loses for-
ward speed and eventually collapses back behind the pilot.
CAUTION
AT THIS MOMENT IT IS IMPORTANT TO NOT LET UP ON THE BRAKES,
OTHERWISE THERE IS THE DANGER THAT THE GLIDER MAY SURGE FORWARD
IN FRONT OF THE PILOT AND MAY EVEN FALL BELOW THE PILOT.
The available brake line travel depends on the glider size and is about 59cm for size XXS,
62 cm for size XS, 65cm for size S and 68cm for size M..
However, these values are only reference points to give an idea of the useable brake
travel. In turbulent air, a stall can occur much earlier or later with the application of a
higher or lower amount of brake line travel.
FRONTSTALL
The glider can be front-stalled with a strong pull on the A-risers or when encountering
sudden down drafts. The leading edge collapses impulsively along its entire length.
Light brake pressure can reduce oscillations around the longitudinal axis and will help to
speed up the opening of the canopy.
The skywalk CUMEO will recover from a front stall by itself. Should the recovery be delayed
by turbulence, you can support it with light braking on both sides. Make sure that you don’t
over brake your glider!
PARACHUTAL STALL
The CUMEO never showed a tendency to parachutal stall in the entire development
phase. Despite this, it is possible to perform a parachutal stall. Gliders with porous
material (UV radiation) are especially susceptible, as are those that are burdened
frequently by winch tow launches. A parachutal stall can also occur when the glider is
flown in rain (soaks up moisture). The glider has no forward speed and a high sink rate.
The skywalk CUMEO will normally recover from a parachutal stall by itself. If this doesn’t
happen, the pilot can end the stable parachutal stall by pushing forward on the A-risers at
the level of the line shackles or by activating the speed bar with your feet.
CAUTION
IF YOU APPLY THE BRAKES DURING A PARACHUTAL STALL, THE GLIDER
WILL IMMEDIATELY ENTER A FULL STALL. NEAR THE GROUND, A STABLE
PARACHUTAL STALL SHOULD NOT BE EXITED DUE TO THE RESULTING
OSCILLATIONS. INSTEAD, THE PILOT SHOULD SIT UP IN HIS HARNESS
AND PREPARE FOR A PARACHUTE LANDING FALL.
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Extreme Flight Maneuvers
Extreme Flight Maneuvers
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