Ozone M6 Mantra Anleitung Seite 7

Big ears and spiral dive
Whilst it is possible to enter a spiral dive whilst holding in Big Ears, the high
forces applied to the lower lines could exceed the breaking strain of the lines
leading to equipment failure!
Ozone strongly recommend to NOT use this manoeuvre!
Wingovers
The limit is tightly banked S-turns, commonly known as wingovers. These
must not exceed 90 degrees of bank.
WARNING: Uncoordinated wingovers can lead to large
asymmetric collapses and cravats, therefore they should
never be executed near the ground.
B-Line Stall
B-stall is for fast descents in emergency situations only. B-stall is performed
by symmetrically pulling down on both B-risers.
If you pull too much B-line the glider may horseshoe and become unstable.
To exit the B-stall the B-risers should be released symmetrically and in one
smooth, progressive motion. The glider will resume normal forward flight
without further input. Check you have forward flight again before using the
brakes.
IMPORTANT: We do not recommend the use of B line stalls
with the M6. Pulling too much B line and or turbulence can
cause the tips to fly forward and become unstable. Spiral
dive is a safer and more effective way to loose height.
Spiral Dives
If you turn your glider in a series of tightening 360's it will enter a spiral dive.
This will result in rapid height loss. To initiate a spiral, look and lean in to the
direction you want to go, then smoothly pull down on the inside brake. The
M6 will first turn almost 360 degrees before it drops into the spiral. Once
in the spiral you should re-centre your weightshift and apply a little outside
brake to keep the outer wing tip pressured and inflated.
Safe descent rates of more than 8m/s (1600 ft/min approx.) are possible in a
spiral dive, but at these rates the associated high speeds and G-forces can
be disorientating, so pay particular attention to your altitude.
To exit the spiral dive, ensure your weight shift is not engaged, use opposite
weight shift if necessary and then release the inside brake. As the M6
decelerates allow it to continue to turn until enough energy is lost for it to
return to level flight without an excessive climb and surge.
You should always be prepared to pilot the wing out of a spiral dive. In certain
circumstances it is possible that the wing could remain neutral in the spiral.
To exit such a neutral spiral dive, smoothly use opposite weight shift and
apply enough outside brake to force the wing out of the turn and reduce in
speed. Never attempt to recover from a spiral with hard or quick opposite
inputs as this will result in an aggressive climb and surge. Be smooth and
progressive and allow plenty of height for the recovery.
IMPORTANT: Always be prepared to pilot yourself out of a
spiral dive using opposite input if necessary.
IMPORTANT: Spiral dives with sink rates over 8 m/s are
possible, but should be avoided. They are dangerous and
put unnecessary strain on the glider. Spiral dives cause
disorientation and need time and height to recover. Do not
perform this manoeuvre near the ground.
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INCIDENTS
Deflations
Due to the flexible form of a paraglider, turbulence may cause a portion
of the wing suddenly to collapse. This can be anything from a small 30%
(asymmetric) collapse to a complete (symmetric) collapse.
If you have a collapse, the first thing to do is to control your direction. You
should fly away from the ground or obstacles and other pilots, or at least not
to fly into them... Asymmetric collapses can be controlled by weight shifting
away from the collapse and applying a small amount of brake to control your
direction. This act will most of the time be enough for a full recovery of the
wing.
Once a glider is deflated it is effectively a smaller wing, so the wing loading
and stall speed are higher. This means the glider will spin or stall with less
brake input than normal. In your efforts to stop the glider turning towards the
collapsed side of the wing you must be very careful not to stall the side of
the wing that is still flying. If you are unable to stop the glider turning without
exceeding the stall point then allow the glider to turn whilst you reinflate the
collapse.
If you have a deflation which does not spontaneously reinflate, make a long
smooth progressive pump on the deflated side. This pumping action should
take about 2 seconds per pump. Pumping too short and fast will not reinflate
the wing and pumping too slow might take the glider close to, or beyond, the
stall point.
Symmetrical collapses reinflate without pilot input, however 15 to 20cm of
brake applied symmetrically will speed the process.
If your M6collapses in accelerated flight, immediately release the accelerator
to slow down to trim speed and after approximately a 90 deg turn the canopy
will reinflate and return to normal flight.
Cravats
If the tip of your wing gets stuck in the lines, this is called a 'cravat'. This
can make your glider go into a spiral, which is difficult to control. The first
solution to get out of this situation is to stabilise the glider into normal flight,
i.e get control of your direction and then pull down the stabilo line (attached
to the C riser) until the wing tip frees itself. You must be careful with any
brake inputs or you may stall the opposite wing. If this does not work, a full
stall (symmetrical or asymmetrical) is the only other option. This should not
be done unless you have been taught how to do it and can only be done with
a large amount of altitude. Remember if the rotation is accelerating and you
are unable to control it, you should use your reserve parachute whilst you still
have enough altitude.
IMPORTANT: A bad preparation on launch, aerobatic flying,
flying a wing of too high a level or in conditions too strong for
your ability, are the main causes of cravats.
Deep Stall / Parachutal stall
It is possible for gliders to enter a state of parachutal stall. This can be caused
by several situations including; a very slow release from a B-line stall; flying
the glider when wet; or after a front/symmetric deflation. The glider often
looks as though it has recovered properly but carries on descending vertically
without full forward motion. This situation is called 'deep stall' or 'parachutal
stall'.
Should it happen, your first reaction should be to fully raise both brakes, this
action alone normally allows the glider to return to normal flight. If nothing
happens after a few seconds, reach up and push the A-risers forwards or
apply the speed bar to regain normal flight.
Ensure the glider has returned to normal flight (check your airspeed) before
you use the brakes again.
IMPORTANT: Only a few cms of input from your brakes can
maintain your wing in the stall. Always release your wraps if
you have taken them!
IMPORTANT: Never fly in rain or with a wet wing, this will
significantly increase the likelihood of parachutal stall. If you
are accidently caught-out in a rain shower, land immediately.
DO NOT use big ears as a descent technique; big ears with
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