Advance acoustic SIGMA 11 User manual

SIGMA 11
Edition 1.1 / 03_2021
Manual

Thank you for flying ADVANCE.................................3
SIGMA 11 – Ambitious Cross Country ...........................4
Pilot requirements ..........................................5
General advice about paragliding ..........................5
Getting started.............................................6
Delivery ............................................. 6
Basic settings ........................................ 6
Speedsystem with SPI ...................................7
Suitable harnesses..................................... 9
Weight range .........................................10
Flight characteristics .......................................11
Takeoff ..............................................11
Normal flight..........................................13
Turning flight ..........................................13
Accelerated flight ......................................14
Using the C-Handles ...................................15
Collapses ............................................16
Rapid descents .......................................17
Stalling ..............................................19
Landing .............................................21
Flying with a wet paraglider (risk of deep stall) ................21
Winching ............................................22
Acrobatics ...........................................22
Paramotoring .........................................22
Tandem flying .........................................22
Packing .................................................24
Maintenance and checks....................................25
Maintenance .........................................25
Check ..............................................25
Repairs..............................................27
Repairs and disposal .......................................27
Disposal ............................................ 28
Technical details...........................................29
Materials used ....................................... 30
Certification ..........................................31
Service .................................................32
ADVANCE Service Center...............................32
The ADVANCE website .................................32
Registering your product ................................32
Warranty ........................................... 33
Wing parts ...............................................34
Line plan ................................................35
Risers ..................................................36
Bowline .................................................37
Content
2

Congratulations on your choice of an SIGMA 11 - a quality product
from ADVANCE. We hope that you will spend many rewarding hours in
the air with it.
This user manual is an important part of the glider. Here you will find
instructions and important information about safety, care and main-
tenance, and that’s why we recommend that you read this document
carefully before your first flight
Register your SIGMA 11 online on www.advance.swiss/warranty; you
will then receive product updates or safety-related bulletins about
the SIGMA 11 direct from us. This information will also be available to
download from our website at www.advance.swiss, as will the latest
version of this manual and further updated information.
If you have any further questions or problems please contact your
dealer or get in touch directly with ADVANCE.
Now we wish you a lot of enjoyment with your SIGMA 11, and always
«happy landings».
Team ADVANCE
Pioneering spirit and Swiss precision. Our story.
Putting our ideas into the air. That’s what we can do. For more than
30 years, ADVANCE have kept the needs and wishes of our pilots
at the forefront. With Swiss precision we refine model after model.
Highest quality and absolute reliability have our top priority, in the
air and in our customer service. So from pioneers we have become
perfectionists, and a leading worldwide comprehensive service
provider.
Thank you for flying ADVANCE
Text aus S10 HB
Website kürzen!
3

Once again the SIGMA 11 is up there amongst the highest performing
C class wings. The new cross country sportster shows exceptional
handling precision in flight and a high level of pitching stability. Its out-
standing performance can be called upon any time, even in demanding
conditions. Latest technologies like internally sewn miniribs and an ef-
fective pitch control arrangement with 2-liner feel finish off this product.
SIGMA 11 – Ambitious Cross Country
4

The SIGMA 11 is classified as an EN/LTF C wing and is intended, ex-
clusively, for capable cross country pilots who have a number of years
flying experience.
An active flying style using brakes, speed system and/or riser control
(C-Handles) is required with the SIGMA 11. As the pilot you must be
able to recognise canopy disturbances at their onset, and be able to
oppose them by means of adequate, appropriate and timely control re-
sponse. In addition you must be fully familiar with the normal fast de-
scent techniques and be capable of using them when required. Only
then will you be able to make use of the high performance potential of
the SIGMA 11, and fly far across the countryside, relaxed and safe.
General advice about paragliding
Flying a paraglider calls for appropriate training and a sound knowl-
edge of the subject, as well as, of course, the necessary insurance
cover and licence. A pilot must be able to correctly assess the weather
conditions before taking off. His or her capabilities must be adequate
for the actual paraglider. The paraglider pilot is also required bear a
sense of responsibility towards the natural world, especially regarding
the preservation of wildlife and landscape.
Wearing an adequate helmet, suitable boots and clothing, and carrying
an emergency parachute (a ‘reserve’) are essential. Before every flight
all items of equipment should be checked for damage and airworthi-
ness. A proper pre-takeoff check must also be carried out.
Every pilot bears sole responsibility for all risks, including injury or
death, when participating in the sport of paragliding. Neither the manu-
facturer nor the seller of a paraglider can guarantee or be held respon-
sible for the pilot’s safety.
Pilot requirements
5

The SIGMA 11 belongs to the “Light sport aircraft” category with an
empty weight of less than 120 kg.
Delivery
Every ADVANCE paraglider has to be flown by the dealer before deliv-
ery to check for correct settings and trim. The dealer finally enters the
date of the first flight on the type placard fastened on a rib at the cen-
tre of the wing. This entry confirms that defects in the product that can
be attributed to manufacturing faults are covered by the ADVANCE
warranty. Register your paraglider under www.advance.ch/warran-
ty, and benefit from the ADVANCE warranty for three years. See under
“Warranty” in the “Service” section.
Delivery of a SIGMA 11 includes a COMFORTPACK rucksack, a
COMPRESSBAG, a repair kit, a mini-windsock in the wing colours and
a «Getting Started» booklet.
Basic settings
At delivery the basic set up of the SIGMA 11 will be the original trim
situation that the ADVANCE test team found to be best. Certification
was also gained in this condition. Any alterations or changes to the
paraglider, such as altering the line lengths or fitting different risers or
quicklinks, will result in a loss of the glider’s certification. See section
«Certification».
Caution: Do not modify your glider – it will no longer be certified.
Adjusting the brake lines
Leave the SIGMA 11 in its factory settings. The brake line lengths have
been set for optimal handling, as established by our test team. The
free travel of the brake lines makes sure that the trailing edge remains
unbraked during takeoff, in fully accelerated flight and when using the
C handles.
We recommend a bowline knot for attaching the handles. See illustra-
tion in the appendix.
Getting started
6

Speedsystem with SPI
Optimal cross country glide between two thermals requires an on-
going choice of glider speed as a function of current headwind com-
ponent, expected next climb quality and the influence of sinking air.
The SIGMA 11 speed (accelerate) system has a Speed Performance
Indicator (SPI) which helps the pilot make this choice of ideal speed-
to-fly. Three positions are indicated on the back of the rear risers: neu-
tral/0 %, 50 % and 100 %. Depending on the relevant parameters the
chosen SPI position can be accurately set. Red tabs on the front risers
indicate the selected position relative to the SPI markings.
Info: Thanks to its high stability the SIGMA 11 can be flown in
accelerated condition in light turbulence without problem. The
choice of accelerated speed for best glide does play an impor-
tant role for this high performance glider.
Each of the SIGMA 11 SPI positions has an icon with a value for head-
wind, expected climb and sink rate. These indicated positions are ef-
fective for only one of their three values, taken in isolation – conside-
red by itself. This means that either the headwind, or the expected rate
of climb, or the sink rate applies to that position. The SPI principle is
based on the simple (using headwind and sink) and the extended (in-
cluding expected climb rate) McCready Speed-To-Fly theory
7

Caution: Even though the SIGMA 11 has a high degree of stabi-
lity in accelerated flight you should only use as much speedbar
as you feel comfortable with.
Info:
Although flying into a headwind (15-20 km/h) gives you the
feeling that your gliding performance is being badly affected,
bear in mind that strong sink (more than 2 m/s) has a relatively
stronger adverse affect.
Setting up the speed system
The Speed Performance Indicator (SPI) gives you an indication of the
relationship between your accelerate range and your wing’s polar cur-
ve, and it also indicates whether your speedbar/loop application is
symmetrical. It also helps you set up your speed system. Set the length
of your speed lines so that you can use the full travel of the speed sys-
tem, and that the red indicator shows 100% when the second rung of
the speedbar/loop is fully extended. This setting should arrange that
the first rung reaches approximately the 50% position.
The SIGMA 11 speed system is arranged so that the profile shape of
the wing is fully retained over the angle-of-attack range of the speed
system. This maintains the beneficial qualities of the profile at high
speeds.
Caution: The speed system is correctly adjusted when you can
use the full travel available on the risers. Make certain that the
speed lines are not set too short, thus causing the wing to be
pre-accelerated all the time!
8

Suitable harnesses
Basically the SIGMA 11 can be flown with any harness that does not
have rigid cross bracing (see section “Certification“).
For the tests the following settings were used for the harnesses:
§All-up in-flight weight less than 80 kg: carabiner distance 40 ± 2
cm, height 40 ± 1 cm
§All-up in-flight weight 80 to 100 kg: carabiner distance 44 ± 2
cm, height 42 ± 1 cm
§All-up in-flight weight more than 100 kg: carabiner distance 48
± 2 cm, height 44 ± 1 cm
Info: Experience has proved the theory – a streamlined harness
can significantly improve gliding performance.
9

Weight range
The SIGMA 11 comes out in five sizes. The weight ranges for the dif-
ferent wing sizes are listed in the “Technical Data“ section. The figures
given there refer to total take-off weight. This includes the pilot’s bo-
dy weight including clothing, as well as the weight of all the equipment
(paraglider, harness, instruments, etc. – everything that’s going to fly).
Seamless Weight Ranges
The SIGMA 11 was planned for Seamless (continuous) weight ranges,
with no overlapping. These arrange that any particular flying weight
features in only one glider size. These SIGMA 11 Ideal takeoff Weight
Ranges provide the best comprise between speed and climbing per-
formance for all normal conditions, for each glider size.
For special requirements the choice of size still remains in the over-
lapping sections of the wider Certified Weight Ranges, as for previous
models.
Flying outside the Seamless Weight Ranges, in other words near the
lower or upper certified weight limits, can alter a paraglider’s flying be-
haviour and handling, but without affecting your safety. Glide perfor-
mance remains the same over a complete weight range, but climb per-
formance is altered.
If the SIGMA 11 is flown outside its Seamless Weight Range, in the
upper part of its Certified Weight Range, the higher wing loading
will raise its trim speed and produce more dynamic and agile flying
characteristics.
10

We recommend that you make your first flights with your new glider in
quiet conditions, in a familiar flying area. A few pull-ups at an easy site
will give you confidence in the SIGMA 11’s handling qualities, from the
very beginning.
Takeoff
Connecting the Risers
The SIGMA 11 has an “Easy Connect System” on the risers, to simpli-
fy connecting the risers. Each riser has coloured sewing running up
the back of the C-riser, red for left and blue for right, in the direction of
flight.
The coloured sewing facing the pilot, and the riser running cleanly up-
ward to the lines confirm that the riser has not been connected with an
180 degree twist. For additional assistance all ADVANCE harnesses
will, in future, have the same marking on their suspension loops (red to
red, blue to blue).
The “Easy Connect System“ also enables you to clip in while facing the
wing, This can be helpful for a reverse takeoff in windy weather.
Takeoff preparation
Before every takeoff carry out the following pre-takeoff checks:
1. Harness and helmet done up, reserve OK?
2. Lines free?
3. Canopy open?
4. Wind direction and strength assessed?
5. Airspace and field-of-view clear?
Tip: To get the wing in the right shape for takeoff do the follow-
ing: pull the brake lines in while you are sorting the lines until the
canopy arrives at the perfect banana shape.
The SIGMA 11 takeoff behaviour is very smooth and easy for both for-
ward and reverse takeoffs. The canopy inflates quickly and rises pro-
gressively, without hanging back or shooting in front.
The SIGMA 11 big ear lines have their own attachments, but the
A-risers are not split. SIGMA 11 takeoff is achieved using the A-risers.
The canopy fills reliably from the middle, and rises exceptionally
straight with little effort.
Flight characteristics
11

The SIGMA 11 rises exceptionally easily, so it is very important that you
match your pull up technique to the weather conditions and the steep-
ness of the slope. This means:
§In a lot of wind and/or on steep ground the SIGMA 11 needs little or
almost no initial tug (just lead it up).
§In zero wind and/or on flat ground a more reasonable impulse would
be sensible.
Takeoff in light wind (forward takeoff)
The SIGMA 11 only needs a moderate pull-up impulse even in a light
wind. It is not necessary to step back and ‘run into the lines’. Guide the
glider up with pronounced leaning forward, but without too much of
a pull on the A-risers, until the canopy is overhead. During the pull-up
phase any directional correcting should only be done by decisive go-
ing-under-the-wing, without using the brakes. After any necessary cor-
rections and a satisfactory visual check a few determined steps with
good leaning forward will achieve lift off, even in little wind. Careful
braking can shorten the takeoff run.
Takeoff in stronger wind (reverse takeoff)
The reverse takeoff is mainly recommended for stronger winds. During
the pull-up you should walk towards the SIGMA 11 as necessary to
control its rising rate. Turning round and taking off with the SIGMA 11
will then prove to be easy.
Tip: Playing with the glider on flat ground in some wind gives a
good feeling for the wing. You can get to know the SIGMA 11’s
characteristics very well, and try out takeoffs, stalling, shoot-
ing forward tendency and collapses – while remaining safely on
the ground. The ADVANCE test team have a motto: one hour’s
ground training is worth 10 high flights. But bear in mind that
ground practice puts use on the glider.
12

Normal flight
In calm air the SIGMA 11 best glide is achieved with fully released bra-
kes. Light braking brings the glider to its minimum sink condition.
When flying into a headwind, through descending air, or when procee-
ding to the next thermal, glide performance will be distinctly improved
by appropriate use of the speed system. See also section “Speed sys-
tem with SPI“.
Despite the wing’s high stability an active flying style is recommended-
collapses can be almost completely avoided. This means keeping the
lightly-braked glider directly above you; in other words, countering roll
and pitch disturbances.
§When the angle of attack increases (e.g. wing swings back when en-
tering a thermal) the brake lines should be briefly released fully, until
the glider returns to its overhead position.
§When the angle of attack reduces (e.g. glider shoots forwards) the
wing should be briefly and strongly braked.
Be careful not to get below minimum speed, and don’t overreact wi-
th the brakes.
Turning flight
The SIGMA 11 has short and precise brake travel when steering. It re-
sponds very directly and progressively to increasing steering inputs, as
soon as brake line free travel has been taken up. Active weight shift ef-
fectively assists steering. Angle of bank can always be increased, sta-
bilised or reduced by brake line load.
The SIGMA 11 makes a very agreeable companion in thermals. You do
not have to correct for large pitching movements, and this improves
your climbing behaviour – and therefore your performance – signifi-
cantly. When thermalling, choose the desired angle of bank and cor-
responding radius, and try to let the glider turn steadily at this attitude.
Outside brake should be used to steady the wing tip and, in particular,
control the rate of turn. Anything stronger will slow the wingtip down
and lose the glider’s good steering qualities.
A harness specifically designed to match the flying characteristics
of the SIGMA 11 helps you to initialise and stabilise turns of this ty-
pe, which should be as even as possible. See also section “Suitable
harnesses”.
13

Caution: To keep good manoeuvrability make sure to fly your
SIGMA 11 with enough airspeed while turning in thermals – not
too much outside brake.
Info: If a brake line breaks the SIGMA 11 can be steered by ca-
reful use of the C-Handles.
Accelerated flight
The SIGMA 11 wing remains extremely stable even in accelerated flight.
However, paragliders operate at a lower angle of attack while flying at
their higher speeds, and the degree of stability is generally reduced.
The higher aerodynamic forces involved at higher airspeeds mean that
a collapse can be more dynamic (see also section “Collapses“).
When encountering severe turbulence while flying accelerated release
the speedbar fully before applying the necessary stabilising brake. The
SIGMA 11’s high degree of structural stability allows it to be flown in
normally turbulent air while accelerated. Active speedbar should be
employed for adjusting angle of attack under these conditions, instead
of brake. Pitch attitude disturbances can be minimised in this way, and
optimal glide performance can be maintained. See also section “Speed
system with SPI”.
§when the angle of attack increases (e.g. wing pitches back when en-
tering lift), the speed bar is briefly pressed harder
§when the angle of attack decreases (e.g. wing pitches forward ), the
speed bar is released.
Caution: Even though the SIGMA 11 is very stable in accele-
rated flight you should only use as much speedbar as you feel
happy with!
Tip: Make sure that brake is not applied at the same time as
speed bar, otherwise you will find yourself in the worst possible
gliding situation, without gaining any advantage.
Tip: Always choose a suitable speed for best glide taking into
account the actual headwind, sink rate (descending air) and ex-
pected next climb.
14

Using the C-Handles
The SIGMA 11 has a new easy C-handle System (Neopren coated con-
nection on the C-risers). It is possible to steer using these C-handles
instead of the brake lines – from trim speed right up to 100% speedbar.
Steering and active flying using C-risers (handles) has less affect on
performance than using brakes for the same purposes: they brake the
wing more efficiently than pulling the trailing edge down; so less speed
is lost. Although they also work by increasing angle of attack this incre-
ase relative to speed is less than results from a normal brake input.
It is not necessary to use the C-handles at trim speed. Above trim
speed active flying by speedbar is a much better option for perfor-
mance than active flying by C-handles – up to full accelerate.
However, at full accelerated glide the C-handles admittedly become
useful. They tell you very directly what is happening to the canopy. You
can use them for active flying in that they give immediate notice of im-
pending canopy disturbance so you can prevent a problem at its onset;
in a way that only reduces performance slightly. At speed, steering is
also very effective with C-handles.
Grap around the C-risers with your whole hand and place your hand
on the neoprene coated C-handle connection. Important with the
C-handle: Pull so that the B-riser is also pulled down. Make sure you
have unwrapped your brakes first.
By careful pulling then releasing you can oppose a forward pitch mo-
vement in light turbulence. As well as that, you should also compen-
sate for canopy pressure reduction e.g. as generally occurs before a
collapse.
Info: Learning efficient and instinctive C-handle technique needs
much practice and experience. Try it out slowly.
Caution: The C-handles should be operated with care and dis-
cretion. As with other paragliding activities too much and too ab-
rupt pulling risks stalling.
Caution: C-handle control is only recommended for gli-
ding in calm or lightly turbulent air. In very turbulent condi-
tions ADVANCE recommend releasing the speedbar (and the
C-handles) and flying actively with brakes only.
15

Collapses
Asymmetric collapse
With an active flying technique in normal flying conditions, collapses
can be almost completely prevented. The wing gives very precise ca-
nopy feedback and makes it possible to sense an impending collapse
early on, thus helping timely pilot reaction. Should a collapse occur the
wing will fold in a predictable and progressive manner from wing tip to-
wards the centre.
If the glider does, however, suffer a side collapse at trim speed, it will
respond to collapses of 50 % or more with a slight turning tendency,
allowing heading to be easily held with light counter-steering. Normally,
the wing will reopen without pilot action. With an asymmetric collap-
se in accelerated flight the wing will react more impulsively because of
the higher forces associated with higher airspeed. The turning beha-
viour caused by a collapse at full speed is more dynamic, but can be
well controlled.
If a collapse is slow to reopen, a deep but fast pull on the closed si-
de brake will help. It is important to completely release the brake again
to let the glider keep its flying speed. Be careful with the brake on the
open side, and only apply enough to keep straight – so as not to stall
the wing.
Poorly flown wingovers can cause a wingtip to fold inwards from the si-
de, causing it to catch in the lines and create a cravat. Due to the high
drag they produce cravats can lead to strong rotation (spiralling). Stop
an increase in rotation rate by just the correct amount of outside bra-
ke. Then open the cravated wingtip by pulling the orange stabilo line.
Clearing a cravat can be also done more quickly by ‘pumping’. The ap-
propriate brake should be applied to 75 % brake travel within a maxi-
mum of two seconds, and then released immediately.
Caution: If you want to make an accelerated collapse during
safety training we recommend that you lead up to it slowly–
starting with unaccelerated and then partially accelerated
attempts.
16

Symmetric collapse (frontstall)
After a spontaneous or A-riser provoked collapse the airflow breaks
away from the profile and the canopy will pitch back. The pilot swings
back underneath after a short delay. Wait, without applying brake, un-
til the wing is again above you and returns to normal flight. After a big
collapse reopening may be delayed, but do not forcibly encourage reo-
pening by the use of excessive brake, because of the risk of a fullstall.
Caution: When simulating a front collapse it is imperative that
ALL A-risers are gripped and pulled down together.
Caution: After a very impulsively provoked front collapse in ac-
celerated configuration (for example during SIV training) it can
happen that the front of the canopy does not open by itself. Help
the wing to open with a brief brake impulse by pulling the brakes
to 75% within one second, immediately and completely release
them, then be prepared to control the forward surge.
Rapid descents
For quick and efficient ways of getting down the ADVANCE test team
recommend big ears (with or without speed bar) or the spiral dive – the
choice depends on the situation.
Tip: Fast descents should be practised now and then in quiet
conditions – so they won’t become emergencies when you need
them.
Symmetrical collapsing of the wingtips (big ears)
The SIGMA 11 big ear lines have their own attachments, but the
A-risers are not split. To apply, pull the outer A-lines briskly downwards
at the same time. The wingtips will fold, and can be easily held in this
position. Sink speed can be increased by using the speed system whi-
le big ears are applied. Depending on the situation the glider can be
steered using weight shift. To reopen, release both A-lines at the same
time. Opening can be speeded up by a light pull (pump) on the brake.
Open the ears one at a time.
Caution: Do not fly spirals or sharp changes of direction with
big ears applied; the increased loading carried by fewer lines can
damage the structure.
17

Caution: Be aware that flying with big ears brings the stall clo-
ser. Be careful with the brake lines when big ears are applied,
and do not use this descent method if the wing is wet. See also
section “Flying with a wet paraglider“
Tip: If you want to lose height as quickly as possible and fly
away from a problem area at the same time we recommend the
following: apply big ears and use as much speedbar as condi-
tions allow.
Spiral dive
For the most comfortable way of doing this we recommend a neutral
sitting position without active weight shift, and a shoulder-width cara-
biner distance (approx 45 cm).
Enter the spiral by progressively pulling one brake. Your head and field
of view should be directed in the turn direction. As the angle of bank
increases so will the rate of turn, airspeed and centrifugal force, which
makes the pilot feel heavier.
The behaviour of the spiralling paraglider can be separated into two
phases: in the beginning the glider makes a normal turn which pro-
gressively tightens, with increasing angle of bank. In the second phase
the paraglider engages its spiral mode. This means that the wing dives
forward and assumes a more vertical flightpath. During this phase of
the manoeuvre try to keep a neutral sitting position and give way to the
centrifugal force – your body will be pulled to the outside of the turn.
To recover keep the neutral sitting position and progressively release
the inside brake. Your body weight will be somewhat tipped to the out-
side. While coming out of a spiral dive of high vertical and rotation-
al speeds some assistance with outside brake is essential. Careful re-
leasing of the inside brake will prevent the wing from recovering too
quickly, thus pitching back excessively before diving in front - if the turn
stops with too much speed remaining. Make sure that you start the re-
covery with plenty of height above the ground. Generally speaking you
should allow the same amount of time to recover as it took to enter the
manoeuvre, but remember that the vertical speed will be higher, and
much more height will be used!
The SIGMA 11 comes out of a steep spiral dive by itself if a neutral sit-
ting position is maintained. Active weight shift to the inside of the turn
can lead to stronger acceleration and the glider may show less desire
to recover by itself.
Caution: The SIGMA 11 only comes out of a spiral dive by itself if the
pilot is in a neutral sitting position. From a steep spiral with a high sink
rate – more than 14 m/s – recovery requires active outside brake with
weight shift to the outside at the same time.stall. A half wrap of the
brakes is recommended to fly fullstalls.
18

Caution: Weight shifting to the inside of the turn results in in-
creased acceleration and stable continued rotation. In this case,
active counter-braking with simultaneous weight transfer to the
outside of the turn is required to end the manoeuvre (push your
body outwards).
Caution: The SIGMA 11 is approved for harnesses in group
GH (without rigid cross-bracing). Harnesses in group GX (with
cross-bracing) or those with very low suspension points (carabi-
ners) may drastically change the flying characteristics in a spiral.
Caution: Do not fly spiral dives or aggressive changes of di-
rection with big ears applied: the raised wing loading carried by
fewer lines can damage the glider.
Caution: After recovering from a spiral dive it could be that
the pilot flies into turbulence that he has caused. Fly actively to
prevent a collapse.
Stalling
One-sided stall (spin)
When circling tightly in a thermal the SIGMA 11 indicates clearly, by
strongly increasing brake load, the risk of a stall. Even so, if a wing do-
es stall you will feel a marked reduction of brake load on the inside of
the turn. If this happens you must immediately release both brake lines,
so that the SIGMA 11 can return to normal flight by itself.
If a wing stalls completely the paraglider will go into a spin / negative
rotation. The SIGMA 11 will react dynamically, but will still be manage-
able by the less experienced pilot. Even so – depending on the situati-
on from which the paraglider is allowed to fly again – the reaction can
be quite vigorous (shooting forward with a raised risk of collapse ). The
canopy can be arrested while shooting forward by well-judged braking.
Normal flight can then be resumed without a further collapse.
Tip: Basically, in all out-of-control flight situations, but especial-
ly the onset of a one-sided stall, you should immediately release
both brakes fully – hands up!
B-Stall
The whole paraglider structure and its profile shape would be severely
strained by a B-stall. We recommend that you do not carry out B-stalls
on a regular basis. If you do fly a B-stall the recovery requires that the
B-lines are completely released without hesitation, so that normal flight
is resumed within 2 seconds. B-stall is difficult for light pilots because
of the high force required. is a further small effect of increasing the an-
gle of attack, as well as there being a lower airspeed because of the
reduced wing loading.
19

Fullstall
Although the SIGMA 11 responds early to brake input it has very long
brake travel, and very high brake load at the stall point. This means a
large safety margin for the pilot.
Entry into a fullstall is achieved by progressively and symmetrically pul-
ling down both brake lines. Forward speed reduces. Airflow and wind
noise reduce. After reaching minimum speed the paraglider first go-
es into a brief phase of parachutal stall. Then further brake will cau-
se complete airflow breakaway, and the wing will fall back in fullstall.
The SIGMA 11 has a strong desire to fly again, but is easy to hold in the
stall. A half wrap of the brakes is recommended to fly fullstalls.
To recover, the canopy has to be pre-inflated. To do this the brakes
should, at first, be released slowly and symmetrically, and only fully re-
leased when pre-inflation is complete. The SIGMA 11 then flies away
relatively cleanly, without shooting forward too much.
Tip: As a basic principle you should immediately and fully re-
lease both brakes in all out-of-control situations, then be pre-
pared to control the resulting surge carefully.
Deep stall
Stable parachutal stall cannot be established, whether attempted by
brake or B-stall.
In rain, or if the canopy is wet, the SIGMA 11 like all paragliders, is mo-
re vulnerable to parachutal stall. If the wet glider were to go into pa-
rachutal stall you should recover only by accelerating using the speed-
bar. See also section “Flying with a wet paraglider”.
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