Big Ears And Spiral Dive; B-Line Stall - Ozone Mojo4 Betriebshandbuch

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 the B-risers.
To initiate the B-stall place your fingers between the lines above the mail-
lons on the B risers. Do not release the brake handles. As you pull the
B-lines down the airflow over the wing is broken and the glider loses its
forward speed but remains open and you will descend at around 6 m/s.
If you pull too much B-line the glider may horseshoe and move around
above your head. If this is the case, release the B risers until stability re-
turns.
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: The pitching movement on exiting the B stall
is small but necessary. We recommend you do not brake
the glider until you are sure that the glider is flying properly
again.
Deflations
Due to the flexible form of a paraglider, turbulence may cause a portion of
the wing suddenly to collapse. These can be anything from a small 30%
(asymmetric) collapse to a complete (symmetric) collapse.
Most collapses can be prevented with good active flying skills, however if a
collapse does occur the most important thing is to not panic!
The first course of action for an asymmetric collapse should always be to
take control of the direction of flight. You should fly away from the ground,
obstacles and other pilots. Asymmetric collapses can be controlled by
weight shifting away from the collapsed side and applying the necessary
amount of brake to control your direction. This act alone 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 collapse you must be very careful to not apply too much brake so that
the remaining flying side stalls. If you are unable to stop the glider turning
without exceeding the stall point, 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 whilst trying to retain direc-
tional control. The pumping action should be deep and hard. Pumping too
short and fast will not reinflate the wing, whilst pumping too long and slow
may take the wing close to, or beyond, the stall point. A stubborn collapse
may require several firm pumps.
Symmetrical (front) collapses normally reinflate without pilot input, however
15 to 20cm of brake applied symmetrically will speed the process. As soon
as the wing re-inflates keep your hands high to ensure the wing recovers
airspeed and does not enter a parachutal stall.
If your Mojo4 collapses in accelerated flight, immediately release the speed
bar and follow the same proceedures as mentioned above.
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