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has the advantage of maintaining forward
motion, with which you can fly out of a lift
band.
The FORM 2 has a double A-riser system for
ease in this manoeuvre. To fold in the wingtips,
grab the outermost A-risers and pull them
down towards you. The sink rate and forward
velocity can be increased by using the speed
system, which will also
increase
the canopies
internal stability in this case. As your hands
are required to hold the A-risers, steering the
canopy must be performed through weight
shifting your harness. This is not as effective
as using the brakes, but larger radius curves
can be flown. With 'big ears' the FORM 2 has a
sink rate of approximately 4-6 m/s.
To return to normal flight, simply release the
outer A-risers again and the canopy should re-
inflate on its own accord. Should this not be
the case then a
short sharp pump
on the
brakes will help. Be careful not to hold deep
brake positions for too long - this can cause a
stall!
WARNING!
Spiral dives with 'big ears' can produce
forces too great for
the
canopy materials
to
withstand. Under no circumstances
should this dangerous descent method be
performed.
The FORM 2 must not be flown with
constant brake when big-ears are applied
WARNING!
Spiral dives
Through progressively pulling on one brake
line, you can bring the FORM 2 into a spiral
dive. It is important that the brake is applied
progressively always allowing the canopy to
fly. Too much brake applied too soon will
cause a one-sided stall and a flat spin may
result from this.
In a spiral dive sink rates in excess of 15 m/s
may be achieved, however the high speeds
required for this produce large centrifugal
forces which can be distressing both for the
canopy materials and your stomach! A further
disadvantage of this descent method is that
you descend vertically and are not able to
place any horizontal distance between
spiral dive,
slowly
release the brake and let the
excess speed bleed off. Releasing the brake
rapidly will result in the canopy performing a
large pendulum and surging forward afterwards.
Should this occur, then be ready to control it with
the brakes.
When flying extreme spirals with descent
speeds in excess of 14 m/s the Form 2 may
continue for 1 or 2 rotations after the brakes have
been released. Should the descent speed
exceed 15 m/s and the pilot sitting position be
unfavourable then a “stable spiral dive “ may
result. Should this occur, then applying brake on
both sides will slow the dive and return the
canopy to normal flight.
B-stall
Another very efficient descent method is to pull a
B-stall. On the FORM 2 this produces sink rates
from 6 to over 9 m/s. Check the airspace under
and behind you before pulling a B-Stall. While
holding both brakes firmly in your hands, reach
up and grab the B-risers. Pull these
symmetrically and progressively down until the
first marked point of resistance is passed. Hold
the B-risers in this position to stay in the B-Stall.
Forward motion will cease, and the canopy will
partially deflate before stabilising over your
head.
To recover, release the B-risers back to their
normal positions (do this over a period of 1 to 2
seconds). We do not advise letting the B-risers
'snap' out - this causes severe stress on the
stitching and canopy materials.
Should after an attempted recovery lead to a
deep stall (which is unusual) read on in the
extreme situations section for further
information.
The disadvantages of the B-stall descent
method are clear: The canopy is no longer flying
and generating lift. This can mean that applying
a B-stall to get out of one nasty situation could
lead to another. The FORM 2 does behave very
well in this particular figure (similar to its spiral
dive properties) and doesn´t have any
unexpected surprises in store. A further
disadvantage is that the B-stall is another
vertical descent method, and you cannot put any
horizontal distance between yourself and the lift
zone with it
.
Extreme situations
Under certain unfavourable circumstances such
as strong turbulence or due to an over-reaction
on the controls through the pilot, extreme
situations may occur. Here follow our
recommendations how recovery from collapses,
stalls and spins should be carried out:
Deep (parachutal) stall
The FORM 2 is difficult to bring into a deep or
parachutal stall, and will not remain in one
without pilot input on the brakes. Should you
manage to fly a deep stall without meaning to
then it is certainly time to get your glider checked!
This may be due to line stretch or high porosity.
To recover from a deep stall release both brakes
immediately, so that the canopy can regain
speed and forward motion. Should this not occur
(improbable) or occur too slowly, then pushing
the A-risers forward can help a speedy recovery.
The canopy will then surge gently and you will
feel the wind in your face once again. If the
canopy surges strongly, then use the brakes to
bring it back under control.
Collapses
This is probably the most frequent type of
extreme situation you will experience when
flying in moving air. Most collapses can be
avoided by flying 'actively' - that is feeling the
internal pressure in the canopy through the
brake controls and applying more or less brake
to maintain maximum pressure.
Due to the high internal stability of the FORM 2,
collapses usually cause no problems, and the
canopy should recover quickly with little or no
pilot input.
If the FORM 2 experiences a large collapse from
which it does not immediately recover (flying
through the turbulent zone of a thermal), and
begins to rotate or dive due to this, then the
following should be performed:
Apply brake to the open side of the canopy to
stop the rotation and regain forward flight, and fly
away from any obstructions. With the other
brake (on the closed side) apply controlled sharp
pumps which will then immediately re-inflate the
canopy.
Frontal stall
Flying directly into strong turbulence may result
in the leading edge collapsing more or less
symmetrically. This is then followed by a
symmetrically. This is then followed by a
reduction in forward speed and a pendulum
swing. The canopy should then immediately
recover on its own accord. Recovery may be
helped through controlled symmetric pumping
on both brakes. Front stalls are often followed
by strong surges of the canopy, and again,
controlled use of the brakes should be made to
regain normal flight.
One-sided (asymmetric) stalls
and flat spins
Either through the excessive use of one brake
while flying at minimum speed (over braking
while thermalling) or during normal flight
(collision avoidance) a one-sided (asymmetric)
stall may occur. As soon as you notice that one
half of the canopy is stalled, immediately
release both brakes “hands up!” The FORM 2
will then regain normal flight on its own. Control
the surging of the canopy through the brakes.
No or late recovery may result in a flat spin, care
is required! See below.
WARNING!
We do advise you not to attempt to fly a flat
spin on your canopy.
WARNING!
Flat spin
This extreme condition does not occur during
normal flight with the FORM 2 in turbulent air.
Should, however, a canopy experience a one-
sided (asymmetric) stall
and
the pilot hold this
condition via brake input, then a flat spin may
result. To recover: both brakes should be
immediately released “hands up!” and the
resulting surges to return back to normal flight.
Full stall
This manoeuvre can only be achieved when
both brakes are pulled to their maximum limits
and held there for several seconds. The canopy
will then deflate suddenly and stop flying
forwards, unlike the pilot, who will then swing
forward. Here it is important not to loose your
nerve. Releasing the brakes suddenly here will
allow the canopy to surge violently forwards
while you swing backwards. The brakes must
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Summary of Contents for Form 2
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