Flying the TWIN RS 2
Section 05
23
B-stall
In the B-stall, a stall is provoked and the
paraglider sinks vertically with a sink rate of
approx. 10 m/s. The TWIN RS 2 remains
stable and achieves high sink rates, making it
well-suited for the B-Stall.
Starting the manoeuvre
Grasp both of the B-risers on the mallions at the
coloured mark. Pull both B-risers evenly down
until the airflow is broken and the wing goes
completely into vertical descent flight mode. The
B-risers should then be held in this position to
ensure a gentle descent.
TIP
Pull down the B-risers only until there is no
airflow. If they are pulled down any further,
the glider could go into a horseshoe.
Check before and during the B-stall that the
airspace beneath you is clear.
Recovery
Return the B-risers quickly and evenly into their
normal position. The glider may go into a deep
stall if they are released too slowly or into a
negative spin if not released symmetrically. If
this happens, the speed must be increased
using the speed system or by pulling the A-
risers forward.
WARNING
The canopy speeds up after the B-risers
have been released until the airflow returns.
Under no circumstances should the brakes
be applied at this time.
This manoeuvre should be avoided at low
temperatures. Pilots should be aware that
this considerably increases the tendency to
deep stall.
Big Ears
Big ears are the simplest method for rapid
descent and have a sink rate of 3-5m/s. The
advantage of big ears is that the glider
continues to fly straight, meaning that a danger
area can be avoided. It is even possible to land
using big ears, for example on a top-landing to
compensate for the updraft.
The TWIN RS 2 has a big ears support feature
to make the big ears manoeuvre more
comfortable. This allows the pilot to fasten the
shortened outer A-lines to the riser so that it is
not necessary to keep on holding them down.
The wing-loading increases by the reduction in
the wing’s surface area, the wing becomes
more stable against collapses in turbulence.
Nevertheless, the air resistance of the wing also
increases, and it flies more slowly and closer to
the stall limit. To counter this and to increase
the effectiveness of the sink, the speed bar is
generally also used in combination with big ears.
WARNING
The technique of big ears causes a higher
load for the line groups which are still weight-
bearing. Therefore, do not fly any extreme
manoeuvres with big ears.
This manoeuvre should be avoided in low
temperatures. Pilots should be aware that
this increases the tendency to deep stall.
Starting the manoeuvre
Start the “big ears” manoeuvre by pulling both
outer A-lines downwards. This should start the
manoeuvre by folding down a sufficiently large
part of the wing tips so that the pilot does not
then have to counteract the tendency to
reopen. If the surface area which tucks under is
too small (“ears” flapping, high holding forces)
re-open the ears and then pull down and hold
the A- lines a little more firmly.
The most comfortable way to do this is to pull
down the outer A-lines by the handle to their
limit and then to attach the lines by the knot into
the fastener.
The ears are thus held at the ideal level.
The brake lines are held steady and the pilot
uses weight-shifting to steer the paraglider. You
can now descend safely on the stable middle
part of the wing. The brakes must not be
shortened during the manoeuvre, e.g. by
wrapping the brake lines.
Recovery
For recovery release the speed bar, wait until
the wing has slowed down and let go of both A-
risers. Assist the opening process by a short,