Negative Spin; Full-Stall; Deep/Parachutal Stall - Airdesign PURE 2 Betriebshandbuch

For better visibility of the stabile-line (BR4
Another method would be to stall the wing (see at m. Full-stall)
At low altitude it is important to stabilize the rotation, if any, and if this is not possible use the
reserve (rescue).
l.

Negative Spin

This demands a high level of experience and skill.
The longer the time between the glider entering a spin and the pilot attempting to recover, the
more risk there is of it getting out of control.
As the glider surges forward, slow it down with the brakes to avoid the possibility of an
asymmetric collapse. Always wait for the glider to be in front of you or above you when
releasing a fully deployed spin - never release the spin while the wing is behind you, because
the glider would dive very far in front of you or even underneath.
m. Full-Stall
This is an extreme manoeuvre that should rarely, if ever, be required.
To induce a full stall, pull both brake-lines down smoothly. Hold them down, locking your arms
under your seat until the canopy falls behind you and deforms into a characteristic crescent
shape. In spite of how uncomfortable it may feel as the glider falls backwards, be careful not to
release the brakes prematurely or asymmetrically. If the brakes are released while the glider is
falling backwards, the surge and dive forwards is very fast and the glider may shoot in front
and even underneath you.
In a full stall the canopy will oscillate back and forth. To stabilize this, you can release the
brakes slowly and for approximately 1/3 of the brake travel and then hold at this level. Holding
at this position allows the wing to refill slightly across the span. When releasing the brakes
without pre-filling, the ears will most probably hook in the lines, and this can result in a cravat.
After pre-filling, the glider stabilizes its movements and the brakes can be leased until the
glider recovers speed and flies again.
The available brake travel before stalling the wing depends on the size and the loading. For the
PURE2 M it is a minimum of 45cm. Those numbers are just a rough indication. (The publication
of the brake travel is claimed by the EN 926-2.)
It would be dangerous to use the brake travel according to those numbers, because it is not
practicable to measure the brake travel during flight, and in turbulences the stall might occur
with less brake travel. If you want to use the whole brake travel of your glider safely, it is
necessary to do many intended spins and full stalls to get a feeling for the stall behaviour.
ATTENTION: The full stall requires a lot of height and demands certain skills to recover. It is
important this manoeuvre is not practiced without qualified supervision.
It should preferably be practiced during a safety training course.
n.

Deep/Parachutal Stall

The deep stall, or parachutal stall is kind of the pre-stage to a full stall. The wing has no forward
motion and a high sink speed, but it is almost fully inflated. The pilot can enter the deep stall by
applying both brakes. It is very difficult to keep the wing in a deep stall: If you pull the brakes a
) it is manufactured in a different colour.
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