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If the wing is porous or its lines have been altered to the extent that it
is no longer airworthy, then the risk of deep stall is increased. A wet or
icy canopy also carries an increased risk of deep stall.
If a danger situation occurs (for example, unexpected rain) then any
manoeuvre with a high angle of attack should be strictly avoided. This
includes big ears (without speed bar), B-line stall as well as using a
lot of brake. If the flying conditions permit, using a little speed bar is
advisable.
In the case of a deep stall, the speed bar should be utilised. The wing
!
should then return to normal flight. If this is not the case, we recom-
mend pushing the A-risers forward.
Please note: if the
brakes are pulled for
Alternatively, it is possible to recover from a deep stall with a quick,
longer than a quick
symmetrical tug on the brakes which allows the canopy to pitch back-
tug, the wing will go
into a full stall!
wards. The subsequent forward pitching returns the wing to normal flight.
During a parachutal stall close to the ground it is important to judge
whether there is sufficient height for the wing to recover from this
oscillation. In this case, a (hard) landing in parachutal stall is preferable
to landing while the wing is still in pitching forwards or backwards.
Cravats
If a part of the wing is so tangled in the lines that it cannot free itself
(possibly after a collapse), it is referred to as a cravat. This occurrence
cannot be discounted on any model of paraglider.
In the case of a cravat, we recommend the following:
1. Brake on the opposite side:
ric collapse, the wing will try to turn in the direction of the cravatted
side. If the pilot does not use the opposite brake (on the open side),
then the rotation of the wing can quickly turn into a locked-in spiral
dive which either requires great effort or in some cases it is actually
impossible to exit. It is essential to prevent this rotation.
2. Open the cravat by pumping the brake:
on the tangled side may release the cravat. A timid pull of the brake
rarely works.
In the same way as during an asymmet-
A hearty pull of the brake
3. Pull the stabilo line:
If a pull of the brake line is unsuccessful, pulling
the stabilo line may work. The stabilo line is the outermost line on
the B-riser and is green in colour.
4. Collapse the cravatted side:
Collapsing the tangled side by pulling
the A-risers may be effective.
5. Full stall:
A pilot who has mastered the full stall manoeuvre has an
effective method of releasing a cravat.
6. Parachute:
Throw your reserve parachute without delay if you have
lost control of your wing and you are unsure whether you have suffi-
cient height for further recovery attempts. If possible, stabilise the
wing by using opposite brake until the parachute is fully open.
Make a habit of mentally rehearsing throwing your parachute by, for
example, practising putting your hand on the parachute handle during
flight. This is useful preparation should the worst happen.
Many clubs or schools offer an opportunity to practise throwing your
reserve parachute on a zip line. The most effective practise is obvi-
ously actually throwing the parachute during an SIV/pilotage training.
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_EN
!
Many pilots hesitate
too long to throw
their parachutes or
they fail to use it
completely. Utilising
your rescue para-
chute is preferable
to being under an
uncontrollable wing.
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