8
9
9.4. Accelerated flight:
When using the speed system with your feet, the angle of attack is reduced and the Garuda flies up to 14 km/h
faster. Due to the increased speed the reaction of the canopy is more dynamic in collapses. For your own safety
you should only accelerate in calm wind conditions with ample ground clearance. Never let loose the brake-
handles while flying accelerated. If you are flying in turbulent air, immediately release the speed-system! Sharp
reactions during accelerated flight must be avoided, as the low angle of attack increases the chance of a
collapse.
If the glider collapses you have to release the speed-system immediately, then you use the brake-lines to
stabilise the glider first and reopen it.
9.5. Turning:
The Garuda has because of it´s steering-characteristics a very high agility: It reacts very directly and without
delays on brake-line inputs.
By weight-shift (pilot leaning on the curve´s inner side) it´s possible to fly very flat turns witt a very little loss
of height.
Weight-shift and pulling the brake on the curve´s innerside enables the pilot to fly sharp turns. For flying in
thermals we recommend a combination of weight-shift, braking the curve´s inner side and stabilisation of the
curve´s outer side by braking the outer side a little bit as well.
By varying the brake line pulls and the weight-shift (active flying), the pilot can change the radius and the bank,
what is optimizing the centering in the thermals.
Attention: If the brakelines are pulled too fast or too far the glider will be stalled!
A one-sided stall is signalized clearly by: The curves´s inner side of the wing is getting soft, and nearly stops. In
this case you have to release the brake-line!
9.6. Active flying:
By flying actively you can avoid most collapses before they occur!
Active flying means to fly the paraglider as stabile and as effective as possible by correct weight-shift and
brake-line inputs.
In turbulent air and rough thermals the canopy shoulb be kept vertically above the pilot as good as possible.
Therefore the pilot is using well dosed brake-line inputs.
If you fly into strong thermals (upwind) the glider´s angle of attack increases. If you release the brake-line while
flying into the thermals the canopy can accelerate and the glider stays more or less vertically above the pilot.
The opposite if you fly in downwashes ( down winds): Here you pull the brake-lines dosed.
9.7. Landing:
The Garuda is easy to land. During the final approach against the wind you let glide the Garuda with slightly
pulled brake-lines (just a little bit, to give the glider more stability!). When you are approx. 1 meter above the
ground you increase the angle of attack by steadily pulling both brake-lines and braking the gliders flight
thereby. When touching the ground the brake-lines should be fully pulled through.
If you have strong head wind (contrary wind) you have to be very carefull with braking of the glider. Do not
brake it too much, to avoid a stall of the glider in this very low altitude!!
We also like to advise you not to reduce height by “pumping” with the brakes. Also you should avoid to fly sharp
turns or changing the direction while landing.
After you touched down on the ground you should avoid that the canopy is dropping on it´s nose. That could
damage the profiles of the glider and affects the material in the frontal part of the glider if it happens more often!
10. Winch launching (Towing):
The Garuda is certified for tow launches. You should however discuss the requirements of towing with a flying instructor or
the person in charge of the winch. Towing is only permitted when the person in charge of the winch has a valid winch license.
The equipment needed for the tow must also be certified.
For best performance and easiest take off we recommend a pre-acceleration system!
11. Using a motor:
At the moment the Garuda is not yet certified for flying with a paramotor. But several manufacturers of
paramotors are planning to do this certification. The current status of the certification can be inquired from the
paramotor manufacturer or directly from us.
12. Extreme flight manoeuvres:
12.1. Asymmetric (lateral) collapse:
A asymmetric or lateral collapse is most probably the most common accident which can occur while flying a
paraglider. If the Garuda collapses lateraly in turbulent air, this usually happens only on the wing´s outer side. To
keep the flying direction during this incident, you have to brake the opposing open part of the wing.
If the collapsed part of the canopy is very big, you have to break the open side very dosed (not too much!) to avoid
a stall. After you have stopped the turning of the collapsed glider by braking the open side, you can open the
collapsed side by pumping with the brake-line on the collasped side.
If you do not react actively on the asymmetric collapse by braking the open side, the Garuda mostly opens
automatically within a half turn or less. If the glider does not open again, because of strong turbulences or other
influences (e.g. cravats), the glider will get into a steep-spiral.
12.2. Cravats:
Very big collapses or other extreme flight situations can cause on every paraglider so called cravats. The
collapsed cells getting caught up in the lines. Without a reaction of the pilot the glider is getting in a steep-spiral.
If this happens you have to stop the rotation by dosed opposite breaking.
If the rotation is increasing despite breaking you have to release the rescue-parachute immediately, especially if
you are already flying in low altitude.
If you have enough altitude you can try to correct the cravat by the following possibilities:
Well dosed opposite breaking (to slow down the rotation) and very fast, deep and resolute pumping of the
steering-line on the collapsed side to try to get the cravat loose.
Pulling down the stabilo-line.
If these both tips do not work, you can try to release the cravat by doing a fullstall, if you have enough height!!
Attention:
The flying manoeuvres mentioned above are very difficult and could waste a lot of height! If the pilot is
overchallenged or have not enough height the rescue-parachute have to be thrown immediately!!!
12.3. Symmetric or Front tuck (frontals):
A collapse of the complete frontal edge (leading edge) mostly happens by too deep pulling of the A-risers or
during accelerated flying or by suddenly appearing strong downwashes (down winds). A fold of the complete
gliders for real pilots
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