UP Kantega XC, Owner'S Manual

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simultaneously pulling down both A-risers
results in a full frontal collapse of the
leading edge of the canopy. The UP
Kantega XC will normally reinflate quickly
on its own, but can be assisted through
the application of a light double-sided
symmetrical brake input.
7KHVWDOOV
When a paraglider flies through the air a
laminar and a turbulent airflow forms
around the surface of the wing. When the
laminar airflow along the top surface is
interrupted, dangerous flight
configurations follow – we say that the
wing stalls. This is most often the
consequence of attempting to fly with too
high angle of attack.
In more detail we differ between three
different forms of stall.
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Spin and full stall are both
dangerous and somewhat
unpredictable manoeuvres. Do
not stall or spin your paraglider
on purpose. However it is very
important to learn how to recognize
the symptoms of a glider about to stall or
spin so that you can take correct action to
avoid it happening.
'HHS6WDOO
The UP Kantega XC has no inherent
tendency towards deep stall. It will recover
from a deep stall brought about by over
braking, by pulling on the rear risers, or by
releasing the B-risers too slowly after a B-
stall, on its own without any pilot input as
soon as the brakes or the risers are
released.
Should you however find yourself in a
deep stall (as described above this could
happen through flying too light on the wing
and pulling big ears) the situation can be
rectified by simultaneously pushing both
A-risers forward until the glider
resumes normal flight. Avoid applying
brake to one side if you think that you
are in a deep stall as this could lead to
a spin.
Always remember that practicing
manoeuvres where you fly close to
minimum airspeed must only be
carried out under professional
supervision and with plenty of altitude.
)XOO6WDOO
Full stalling the glider is only really
sensible and useful during the landing.
When landing the pilot consciously
stalls the wing by applying both brakes
100% just before touching down. The
canopy falls behind the pilot and
empties itself.
When the glider is tested before the
release it is put through the same
motions, but at greater altitude. First it
is slowed down to minimum airspeed,
then the airflow along the top of the
wing breaks away and the wing falls
back, pulling the pilot with it. It is
important to not release the brakes
again at this moment, as this will have
the canopy violently shooting forwards
and diving down in front of the pilot. In
extreme cases it can dive below the
pilot, who could then fall into the sail.
After dropping back into full stall the
canopy will form a horseshoe where
the tips flutter about quite violently.
These movements are transferred to
the pilot’s arms through the brake
lines. Holding the wing in a full stall
requires considerable strength!
Before releasing the brakes and
allowing the wing to resume level flight
it is important to stabilize the stalled
wing. This is done by releasing the
brakes slowly until the entire wing is
almost completely re-inflated. In this
phase the wing will be pitching