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of the glider begins to point to the ground until (during a successfully
performed spiral dive) the nose is nearly parallel with the ground.
• At this point the wing will reach sink rates of 20 meters per second
(m/s) or more. The acceleration can be more than three times gravita-
tional force (>3g). The pilot must be aware of these forces.
Before learning to spiral, pilots should practise controlled exits from
steep turns. These exits are performed by using the outer brake,
whilst the inner brake initially remains in the same position. The ou-
ter brake is pulled until the rotational movement slows. To achieve a
smooth exit without pitching forward, the outer brake must be relea-
sed more as soon as the wing starts to level, i.e. as soon as the wing is
no longer horizontal.
The actual spiral dive – as outlined above – only occurs after the above
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 short:
it is essential to practise this manoeuvre gently and in stages.
The exit must be controlled. Generally,
• 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.
1) Big ears
To use big ears, both outer A-lines (fitted on a separate riser – split
A-risers) should be pulled down simultaneously. The brake handles (wi-
thout an additional wrap) remain in your hands. As long as the lines are
held down the wingtips remain folded and this increases the sink rate.
If the speed-bar or the trimmers are used as well, this increases sink
and speed. This also equalises the higher angle of attack caused by
the increased drag of the ears.
To release the ears, release the A-lines fully and allow them to return to
their normal flying position. If the ears do not open automatically, the
pilot can use a quick, sharp tug on the brakes to assist the opening.
2) B-line stall
A B-line stall is instigated by symmetrically pulling both B-risers
(approximately 15 centimetres). It is recommended – for maximum
grip as well as safely executing the manoeuvre – to grab the risers at
the top. i.e. at the maillon.
Immediately after pulling the risers, the wing will lose its forward speed
and after a short oscillation will descend in a stable parachutal stall.
The B-line stall is released by simultaneously raising your B-risers
back to their normal flying position. If they are released too slowly, an
unintended consequence can be a parachutal stall (see the section on
parachutal stall).
The brakes should remain in your hands the entire duration of the
manoeuvre and no additional wrap should be taken. When exiting the
B-line stall it is important that the brake is completely free so that the
wing can fully accelerate to trim speed.
3) Spiral dive
The spiral dive is the most demanding descent technique and should
be learned at significant altitude.
The manoeuvre has two phases:
• First the pilot weight-shifts into the turn and then uses the inner bra-
ke to induce an ever tightening turn (note: do not jerk the brake, but
pull it smoothly and continuously). With increasing acceleration, the-
re will be a moment where the g-forces rapidly increase and the nose
These physical
demands can be
simulated in a g-force
trainer. We recom-
mend such g-force
training to all pilots.
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