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65
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EN
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64
Collapses
Asymmetric collapses
When flying into strong turbulence, one side of the paraglider may
collapse. This happens because the turbulence causes the angle
of attack on that side to decrease to the extent that lift is no longer
generated, the lines de-pressure and the wing collapses.
Such a collapse normally only affects a small part of the whole span
and the wing will not react significantly. During larger collapses which
affect 50 percent or more of the span, the wing will clearly react: due
to the increased drag of the collapsed side, the glider will begin to turn
towards that side. Simultaneously the wing will pitch forward because
of the reduced area carrying the wing loading, i.e. because this causes
that side of the wing to accelerate.
The pilot can prevent this turn and forward pitch by braking the un-
collapsed side of the wing. Braking the uncollapsed side is essential,
especially near the ground. This manoeuvre should be practised with
induced collapsed at height, preferably during an SIV/pilotage course.
If the collapse does not open automatically or with a delay, a quick tug
on the brake on the collapsed side is sufficient to open it again.
Frontal collapse
A frontal collapse is also a consequence of turbulence. Unlike an
asymmetric collapse, during a frontal collapse the whole leading edge
folds downwards.
All our paragliders open automatically after frontal, as well as asym-
metric collapses (as stipulated in the certification standards). To speed
up the re-inflation of the leading edge after a frontal collapse, we
recommend a very short stab of both brakes. It is important to then
release both brakes completely. During an induced frontal collapse
using the A-risers it is difficult to also collapse the wing tips becau-
se the outermost A-attachment points are fitted to the stabilo
see line plan, page 79). Only the centre of the wing collapses and
the wing tips continue flying. In an extreme case this could lead to
a cravat. If this behaviour is observed (i.e. that the wing tips do not
described transition phase, i.e. the diving of the wing. At this moment
the pilot is pushed outwards in his harness. The pilot should release
the pressure to avoid the wing locking into the spiral.
Then the sink rate can be varied using the inner and outer brake.
If the pilot’s weight remains on the outside, releasing the inner brake is
sufficient to continuously slow the rotational movement of the glider.
Exiting the spiral is then performed as described above.
If the pilot strongly weight-shifts to the centre, the glider may lock into
the spiral, regardless whether the brakes have been released. In this
case symmetrical braking or braking on the outside may help, as well
as weight-shifting to the outside.
In conclusion: it is essential to practise this manoeuvre gently and in
stages. The exit must be controlled. Important safety information:
• if the pilot wishes to reduce the spiral or rotational movement, it is
recommended that the first action is to pull the outside brake, rather
than to release the inside brake;
• the pilot must be aware of the physical demands of rotation (vertigo)
and acceleration (g-forces).
• if the pilot weight-shifts to the inside of the rotation, the wing may
lock into the spiral;
• because of the fast descent rate, the pilot must constantly monitor
the height above ground and exit the spiral in good time.
B-line stall
The B-line stall is not suitable for the MENTOR 7 Light hybrid 2.5-liner..
C-line stall
As there is no C3-line, we do not recommend the C-line stall for the
MENTOR 7 Light
Big ears
In principle, pulling big ears using the A3-line is possible. With the
MENTOR 7 Light this manoeuvre is less comfortable than using the
B3 stall. Additionally the descent rate is higher with the B3 stall. For
these reasons, we do not really recommend pulling big ears with the
A3-line on the MENTOR 7 Light.
These physical
demands can be
simulated in a g-force
trainer. We recom-
mend such g-force
training to all pilots.
If the open side is
braked too much
the glider may
spin – see the
section on spins.
!
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