Mcc Aviation AROLLA 2, Руководство пользователя

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immune from deflations in certain conditions and the deflation point can be sudden
when flying at high speed.
Use of the speed system does reduce the angle of attack and therefore there is an
increased risk of a frontal (or asymmetric) collapse. For this reason we do not advise
use of the speed bar near to the ground or in turbulent air.
Asymmetric or Frontal (Symmetric) Collapses
Despite tests showing that AROLLA 2 recovers spontaneously after collapses, active
piloting is recommended in the event of an asymmetric or frontal collapse. Active
piloting will reduce the loss of altitude and a change of direction.
•
In the event of a frontal (symmetric) collapse : Before automatic reopening
occurs, bring both brakes down swiftly & symmetrically to speed up reopening of
the leading edge, then immediately bring your hands back up to normal flying
position.
• In the event of an asymmetric collapse : Keep the paraglider flying as straight
as possible by leaning away from the collapsed side and applying sufficient (just
enough, not too much) brake to maintain course. Speed up the reopening of the
closed side by a single, positive input on the collapsed side & repeat if
necessary.
Full Stall
Certain pilot behaviour or weather conditions can cause a full stall. This is a serious
deviation from normal flight and can be difficult to manage. If a stall occurs at less
than 100 m above the ground
, throw your reserve parachute.
Main Causes of a Full Stall:
Poorly timed or excessive use of the brakes when the air speed of the wing is
reduced (e. g. when coming out of a spiral or spe
eding up after a B-line stall).
Rain-induced Deep or Full stall :
A soaked or heavily drenched leading edge (from rain or a cloud) can result in a full
stall or deep stall due to uneven airflow over the leading edge as a result of rain
drops and an increase of weight to the wing.
Whatever the cause, a stall can be either symmetrical or a symmetric (a spin). In
both cases the brake line travel becomes very short and even small input may
suddenly induce an airflow separation; in some cases even a gust or a sudden
thermal may change the angle of incidence enough to cause the deep stall.
If you find yourself flying in unavoidable rain we strongly recommend that you avoid
any sudden movements or radical brakeline input, that you do not pull Big Ears or B-
stall, and that you steer clear of turbulence and avoid a deep flare on landing.
In both cases the pilot has two possible courses of action :
•
If the full stall happens above 100 m it is strongly recommended to initiate
standard stall recovery assuming the pilot is familiar with the process (i.e. a