12
11
Recovery
Initiation
Release the riser at first rapidly but then gently.After the B-line stall on no account just let
go of the B-risers, as this can cause overloading. As soon as the risers have been
released, the MAGUS XC will usually fly normally of its own accord. Otherwise you have
two possibilities:
1. Pull theA-risers, until the canopy regains forward speed.
Don't pull too far,
or a frontal tuck will develop.
2. Pull the brake lines until the canopy wants to fall backwards, and then instantly open
both brakes symmetrically. As a result the canopy will shoot forwards, thus regaining
forward speed.
So begin with option 1, and only rely on option 2 when you have enough experience with
the manoeuvre.
If you find yourself in an unintentional spin and you are high enough, you should:
1. Release the brakes immediately. The glider will stop rotating
, if it does not apply sufficient outside brake to stop rotation.
2. Gently apply the brakes to avoid a central collapse of the canopy and the possibility of
a cravat (one of the tips becoming entangled in the lines).
This is included only to expand your knowledge of how the canopies performance. Not
recommended as a descent technique.
Take wraps until the glider is lightly braked (when the hands are right up). Now gently pull
both brake lines, until the canopy falls away behind - at this point, dynamically pull the
brakes fully down. Press your hands against your body. The glider is now over you, with
the wing tips flapping.As a result you sink rapidly with no forward movement.
and canopy will surge
forwards
WARNING!
NOTE!!
WARNING!!
In the case of a cravat which pumping of the brakes fails to release - apply 50% -
70% brake on the open side of the canopy to stop rotation. Then pull the caught line
carefully to release it then pump out the affected side.
If you are LOW and are in an unintentional spin, or if the canopy is caught in
a cravat USE YOUR RESERVE.
Spin (negative spirals)
Full stall
Stalls
Turbulence or rapid braking can lead to a pendulum effect, and thus to changes in the
angle of attack. In extreme cases this can make the airflow break away from the upper
surface of the canopy even without the brakes being activated.
Pull the brakes slowly down until you have no more forward speed. The canopy now
loses internal pressure and the lower surface pushes further and further up between the
suspension points. The loss of internal pressure is greater the longer the glider is held in
this situation. During the parachutal stall the canopy always remains open.
You will probably have to feel for the right brake position at first. If you apply too much
brake, the canopy falls away backwards and the glider finds itself on the brink of a full
stall. Loosen the brake lines immediately, until the canopy is once more above you. If you
hesitate too long, the canopy will strong surge forwards.
As soon as you release both brakes, symmetrically, the glider will independently recover
from the parachutal stall.
Put your hands through the brake handles and grip the B-risers at the height of the
maillons. Now pull the B-risers slowly down, until the canopy folds (parallel to its long
axis). The glider will now stabilise itself and sink rapidly, with virtually no forward speed.
Keep hold of the B-risers throughout the manoeuvre.
Initiation
Recovery
Initiation
WARNING!!
WARNING!!
All canopies need some time after a stall (in extreme cases a couple of
seconds) before the airflow builds up again. You should therefore carry out all
manoeuvres involving stalls at an adequate height, as it will take a certain amount of time
before the glider flies with its normal sink rate.
In a parachutal stall, asymmetrical application of the brakes can lead to a
spin. If you must land from a parachutal stall, on no account apply the brakes very close
to the ground, as a reduction in area increases the descent rate.
Parachutal stall with steering lines
B-line stall
