Nova PRION 3 Handbuch Seite 32

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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 conclusion: it is essential to practise this manoeuvre gently and in
stages. The exit must be controlled. Important safety information:
• 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)
These physical
demands can be
and acceleration (g-forces).
simulated in a g-force
• if the pilot weight-shifts to the inside of the rotation, the wing may
trainer. We recom-
mend such g-force
lock into the spiral;
training to all pilots.
• because of the fast descent rate, the pilot must constantly monitor
the height above ground and exit the spiral in good time.
C-line stall
This manoeuvre is occasionally recommended as a descent technique.
It is instigated by symmetrically pulling the C-risers. The wing loses its
forward momentum and begins to descend. This manoeuvre is basi-
cally possible, but should only be practised with a qualified instructor.
Collapses
Asymmetric collapses
When flying into strong turbulence, one side of the paraglider may
collapse. This happens because the turbulence causes the angle of
attack on that side to decrease to the extent that lift is no longer
generated, the lines de-pressure and the wing collapses.
Such a collapse normally only affects a small part of the whole span
!
and the wing will not react significantly. During larger collapses which
If the open side is
affect 50 percent or more of the span, the wing will clearly react: due
braked too much the
to the increased drag of the collapsed side, the glider will begin to turn
glider may spin – see
towards that side. Simultaneously the wing will pitch forward becau-
the section on spins.
se of the reduced area carrying the wing loading, i.e. because this
causes that side of the wing to accelerate. The pilot can prevent this
turn and forward pitch by braking the uncollapsed side of the wing.
Braking the uncollapsed side is essential, especially near the ground.
This manoeuvre should be practised with induced collapsed at height,
preferably during an SIV/pilotage course.
Frontal collapse
A frontal collapse is also a consequence of turbulence. Unlike an
asymmetric collapse, during a frontal collapse the whole leading edge
folds downwards.
All our paragliders open automatically after frontal, as well as asym-
metric collapses (as stipulated in the certification standards). To speed
up the re-inflation of the leading edge after a frontal collapse, we
recommend a very short pull of both brakes. It is important to then
release both brakes completely.
During frontal collapses induced through the A-risers it is difficult to
collapse the wing tips as well. The outermost A-lines are connected to
the B-risers or the stabilo lines (see line plan, page 80). When inducing
a frontal collapse by pulling the A-risers, it is possible that only the
centre of the wing collapses while the wingtips remain open and move
towards each other. In an extreme case this could lead to a cravat. If
the above described event occurs (the wing tips moving towards each
other), this can be easily counteracted through a quick, symmetrical
pull of the brakes. As mentioned above, it is very important to immedi-
ately release the brake again.
This wing behaviour only affects frontal collapses induced by pulling
the A-risers. To avoid this behaviour during induced collapses, we re-
commend not just pulling the A-risers diagonally downwards, but pul-
ling them simultaneously inwards. This makes it possible to collapse
the wing tips as well.
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 reacti-
on is to immediately release both brakes. Occasionally it is necessary
to stop the canopy pitching forward.
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