Stalls - Nova ION 5 Light Manual

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The pilot can prevent this turn and forward pitch by braking the un-
collapsed 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 stab of both brakes. It is important to then
release both brakes completely.

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
A full stall is a com- means that the wing loses its forward momentum, whilst the pilot con-
plex manoeuvre and
tinues to travel forwards. From the pilot's perspective it feels like the
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
this manual. Anyone
underneath the pilot.
wishing to learn this
The available brake travel up to the stall point depends on the size of
manoeuvre should
undertake an SIV/ the wing:
pilotage course.
• 56cm for the ION 5 Light XXXS • 60cm for the ION 5 Light XXS
• 63cm for the ION 5 Light XS
• 70cm for the ION 5 Light M
• 66cm for the ION 5 Light S
• 73cm for the ION 5 Light L
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.
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!
Please note: if the
brakes are pulled for
longer than a quick
tug, the wing will go
into a full stall!