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26
pilot as the wing regains speed, angles of
up to 30-45° are perfectly normal. In this
phase the pilot should NOT engage the
brakes!
WARNING!
Releasing the B-stall
too slowly, or asymmetrically,
can
lead
to
dangerous
situations. Always practise
manoeuvres under professional
guidance and over water!
Big Ears
To pull the ears in, reach up and get hold
of the outermost A
-
line on both front risers
and pull them down, simultaneously, by
about 20 to 30 cm until the tips collapse.
Keep these two lines in your hands, to
prevent the wing re-inflating.
Once the wing is flying in the Big Ears
configuration we recommend engaging
the speed system to about 50% of the
maximum travel (more if higher sink rates
are desired). This reduces the angle of
incidence and improves the safety of the
manoeuvres.
We suggest keeping the brake toggles in
your hands while inducing Big Ears. The
glider will remain fully steer-able through
weight shifting during the manoeuvre. The
sink rates will be around 3 to 5 meters per
second (depending on the number of
centre cells still open and on the amount
of speed bar employed) straight ahead. To
end the Big Ears configuration, simply
release the A risers and disengage the
speed system, and the wing will return to
level flight. Small collapses may be
cleared with directional changes and/or
little pumps through the brake lines. Note
that we advice against performing extreme
manoeuvres while flying in the Big Ears
configuration.
Inducing large Big Ears on the UP Kibo
when flying near its lower weight limit
requires great caution on the amount
of brake input used, as it may deep
stall in extreme cases. Should this
happen use the recovery technique
described in the ‘Deep Stall’ section.
Flying outside the
normal flight
envelope
Behaviour in extreme
situations
The UP Kibo is designed to be very
aerodynamically stable. However as
with all paragliders extreme turbulence
or piloting error may induce unwanted
behaviour from the canopy. To ensure
that you are able to handle these
situations
correctly
we
strongly
recommend that you attend a safety-
training (SIV) clinic, where you may
learn to master your wing outside the
normal
flying
envelope
under
professional guidance.
Safety training manoeuvres should
only be practised in calm air with
sufficient altitude, and under the
instruction of qualified instructors. We
would like to use this occasion to once
again remind you to never fly without a
reserve parachute!
The manoeuvres and possible flight
configurations
described
in
the
following may occur following a
conscious effort on the part of the pilot,
through turbulence or through pilot
input error. Any pilot flying in turbulent
air or making piloting mistakes may
end up experiencing these flight
configurations
and
therefore
find
themselves in danger, particularly if
they are not adequately trained to
master them.
