Nova Mentor Light 4 Handbuch Seite 32

_62
B-riser (see line plan, page 80). 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
collapse and fly forwards), this can be resolved easily with a quick
symmetrical pull on the brakes. As mentioned above, it is very import-
ant to immediately release the brake again.
This wing behaviour only affects frontal collapses induced by pulling
the A-risers. To avoid this, pull the A-risers towards the body, as well
as downwards.
Stalls
Spin
If the pilot brakes one side of the glider too much, a spin will result.
In a conventional turn, the axis of rotation is remote from the wing.
When a wing spins, the axis of rotation moves within the wing span.
The over-braked side of the wing slides back.
The correct pilot reaction is to immediately release both brakes.
Occasionally it is necessary to stop the canopy pitching forward.
Full stall
!
If both brakes are symmetrically pulled too far, a full stall will result. This
means that the wing loses its forward momentum, whilst the pilot con-
A full stall is a com-
tinues to travel forwards. From the pilot's perspective it feels like the
plex manoeuvre and
an explanation of its
wing falls backwards. At this moment it is essential that the brakes are
correct execution is
not fully released as there is a risk that the wing will dive – potentially
beyond the scope of
underneath the pilot.
this manual. Anyone
wishing to learn this
A full stall is a complex manoeuvre and an explanation of its correct
manoeuvre should
execution is beyond the scope of this manual. Anyone wishing to learn
undertake an SIV/
pilotage course. this manoeuvre should undertake an SIV/pilotage course.
The available brake travel up to the stall point depends on the size of
the wing:
• 57cm for the MENTOR 4 LIGHT XXS
• 61cm for the MENTOR 4 LIGHT XS
• 63cm for the MENTOR 4 LIGHT S
• 67cm for the MENTOR 4 LIGHT M
These figures give a rough indication. Their inclusion in this manual is
required by EN 926. In turbulent air, a stall may occur markedly sooner
or later than these figures indicate. Therefore these figures only have
limited significance.
Parachutal/deep stall
A parachutal or deep stall is defined as flight without forward
momentum and with a large sink rate. All our paragliders automatically
recover from a parachutal stall so long as the brakes are released, the
wing is in an airworthy condition and the pilot flies within the operating
limits of the glider.
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.
Alternatively, it is possible to recover from a deep stall with a quick,
symmetrical tug on the brakes which allows the canopy to pitch back-
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.
_63 _EN
!
Please note: if the
brakes are pulled for
longer than a quick
tug, the wing will go
into a full stall!