Advance acoustic SIGMA 11, Руководство пользователя, Страница: 19 / 38

Caution: Weight shifting to the inside of the turn results in in-
creased acceleration and stable continued rotation . In this case,
active counter-braking with simultaneous weight transfer to the
outside of the turn is required to end the manoeuvre (push your
body outwards) .
Caution: The SIGMA 11 is approved for harnesses in group
GH (without rigid cross-bracing) . Harnesses in group GX (with
cross-bracing) or those with very low suspension points (carabi-
ners) may drastically change the flying characteristics in a spiral .
Caution: Do not fly spiral dives or aggressive changes of di-
rection with big ears applied: the raised wing loading carried by
fewer lines can damage the glider .
Caution: After recovering from a spiral dive it could be that
the pilot flies into turbulence that he has caused . Fly actively to
prevent a collapse .
Stalling
One-sided stall (spin)
When circling tightly in a thermal the SIGMA 11 indicates clearly, by
strongly increasing brake load, the risk of a stall . Even so, if a wing do-
es stall you will feel a marked reduction of brake load on the inside of
the turn . If this happens you must immediately release both brake lines,
so that the SIGMA 11 can return to normal flight by itself .
If a wing stalls completely the paraglider will go into a spin / negative
rotation . The SIGMA 11 will react dynamically, but will still be manage-
able by the less experienced pilot . Even so – depending on the situati-
on from which the paraglider is allowed to fly again – the reaction can
be quite vigorous (shooting forward with a raised risk of collapse ) . The
canopy can be arrested while shooting forward by well-judged braking .
Normal flight can then be resumed without a further collapse .
Tip: Basically, in all out-of-control flight situations, but especial-
ly the onset of a one-sided stall, you should immediately release
both brakes fully – hands up!
B-Stall
The whole paraglider structure and its profile shape would be severely
strained by a B-stall . We recommend that you do not carry out B-stalls
on a regular basis . If you do fly a B-stall the recovery requires that the
B-lines are completely released without hesitation, so that normal flight
is resumed within 2 seconds . B-stall is difficult for light pilots because
of the high force required . is a further small effect of increasing the an-
gle of attack, as well as there being a lower airspeed because of the
reduced wing loading .
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