ICARO ICE2XC User manual

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User manual
ICE2 XXC
ICE2 XXC
English
www.icaro-wings.com wings for dreams
Important Limitations __________________________________
ICE2 XC Design
Design Brief__________________________________
Technical specifications_________________________
Lines_ _____________________________________
Canopy ______________________________________
DHV Certification______________________________
Using your
ICE2 XC
Ground handling________________________________
Pre-flight checks__ ___________________________
Launch Preparation____________________________
Launch_____________________________________
Turning and thermaling__________________________
Accelerating _________________________________
Active Flying__ ______________________________
Landing ____________________________________
Towing______________________________________
Descent techniques
Small and Big ears____ ________________________
B-line stall___ _______________________________
Spiral dive __________________________________
Flight incidents
Deep/parachutal stall__________________________
Asymmetric collapse__ _________________________
Symmetric collapse______
_______________________
Cravat______________________________________
Negative spin_________________________________
Full stall____________________________________
Emergency steering____________________________
Maintenance, Repair and Inspection
Maintenance__________________________________
Repair__ ___________________________________
Inspection __________________________________
DHV-Report_____________________ __________________
Line diagrams ________________________________________
Team ICARO____ __________________________________
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contents

4141
IMPORTANT LIMITATIONS FOR USING ICARO PARAGLIDING
EQUIPMENT
FLYING SPORTS ARE POTENTIALLY DANGEROUS AND CAN CAUSE
SERIOUS INJURY OR DEATH.
IT IS THE OWNER'S RESPONSIBILITY FOR ALL RISKS ASSOCIATED WITH
USE OF THE PARAGLIDER.
THIS PARAGLIDER HAS BEEN CERTIFIED AND BUILT IN COMPLIANCE WITH
DHV 2 RULES AND REGULATIONS. DO NOT CHANGE YOUR GLIDERS CON-
FIGURATION. IF YOU DO, YOUR GLIDER WILL LOOSE DHV 2 CERTIFICATION.
EVERY TIME BEFORE YOU LAUNCH, PLEASE CONDUCT A DETAILED PRE-
FLIGHT INSPECTION TO ENSURE YOUR GLIDER AND EQUIPMENT IS IN
SAFE OPERATING CONDITION.
ALTHOUGH FLYING THE ICE2 XC IS EXHILARATING, EVERY PILOT SHOULD
ALWAYS RESPECT THE RULES OF FLYING TOGETHER WITH OTHER PILOTS.
OTHERWISE, FLYING MAY BECOME HIGHLY DANGEROUS AND CAN CAUSE
SERIOUS HARM. ONLY IF WE RESPECT EACH OTHER AND UNDERSTAND
THAT EVERY PILOT HAS PERSONAL AMBITIONS, CAN WE FLY IN HARMONY
AND SECURELY ENJOY THESE WONDERFUL SENSATIONS.
ICE2 XC DHV2.
To familiarize yourself with your glider, please read this manual carefully. By
doing this, you will be better prepared to deal with any critical flight incidents
which may occur. This manual contains important design information about
your glider, flight characteristics and technical specifications. Maintaining your
ICE2 XC is also part of this manual to ensure you have the right knowledge to
always keep your glider in good shape. If you sell your glider please transfer
this manual to its new owner.
It is strictly prohibited to fly this glider
Outside the DHV specified weight range.
With insufficient training and experience. This glider is recommended
for advanced to expert pilots only. This requires training and obtaining
a pilots licence in accordance with your local practices and laws.
Without doing a detailed systematic pre-flight inspection.
If you are not sure of the weather conditions, equipment status or per
sonal mental/physical health.
Inducing roll angles exceeding 45°.
Aerobatics are highly dangerous and therefore prohibited.
Using an engine if the glider is not certified for motorized flight by
DULV.
In adverse weather conditions including: high wind, turbulence, rain,
snow, hail, lightning, fog or inside of clouds.

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ICE2 XC Design
The design brief for the ICE2 XC was to create a glider within the safety of the DHV
2 class that would compete with higher class gliders in terms of glide, sink rate,
speed and handling. We designed it to meet the highest expectations of experienced
performance class pilots who fly very often and want high performance and dynamic
handling, without leaving the safety of the DHV2 class. Handling of the
ICE2 XC is
direct, dynamic and well balanced.
Technical Specifications:
ICE2 XC Size S M L
Flat surface area m2 24,85 27,52 29,77
Projected areal m2 22,71 25,16 27,21
Flat surface span m 12,10 12,74 13,25
Aspect ratio 5,90 5,90 5,90
No. Cells 59 59 59
Take off Weight kg 65-85 80-105 100-125
V trim km/h 37-39 37-39 37-39
V max km/h < 52 < 52 < 52
No. Risers 4+1 4+1 4+1
Weight kg 6,0 6,2 6,4
Certification DHV DHV 2-3 DHV 2 DHV 2
Standart colour scheme of ICE2 XC is orange/black/white.
Other colours are available via special order..
Our design team conducted many hours of flying prototypes combined with Michael
Nesler's Fly CAD FD Paraglider Design Software to create a glider consistent with
the legacy of ICARO´s famous Laminar hang gliders.
Our main design goal was to develop sophisticated wing profiles that result in maxi-
mum performance combined with safety. These profiles were calculated and desi-
gned one by one. In combination with an optimised leading edge, we created a para-
glider with high potential.
The leading edge is reinforced with Mylar inserts which results in easier inflations,
and more performance and stability while flying accelerated.
The use of extensive internal v-ribs makes the canopy more stable, especially in tur-
bulence, and maintains a cleaner, more tensioned, wing profile. This also causes the
loads to be distributed more uniformly throughout the glider, allowing for an increase
in aspect ratio while simultaneously reducing the number of line attachment points.
The exceptionally high flat and projected aspect ratio is key to the
ICE2 XC 's cutting
edge performance.
As a result of optimal use of v-ribs, the canopy is only connected to lines at every
third cell. Further, the line plan of the
ICE2 XC is reduced to just two line levels.
Less lines lead to less drag and an increase in glide performance.
Brake lines are attached to each cell of the canopy. Combined with many hours or
refining and trim work by our test pilots, we have achieved very desirable handling.
The brake configuration also makes the
ICE2 XC , especially in extreme situations
and extreme turns, easier to control and provides great feedback to the pilot. Pilot
input is direct and responsive. The brake handles contain a removable reinforcement
made of fibreglass.
The risers of the
ICE2 XC are designed for easy use in 4+1 style. This ensures pilots
always have a familiar riser configuration and easy access to the big ears manoeuv-
re.

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Lines:
To ensure durability, ICARO uses Edelrids HMA lines for the ICE2 XC. These
lines won't stretch and transfer pilots handling directly to the canopy.
Depending on the line level, we use different diameters:
- Diameter 1,8 mm - breaking strengh 229 daN
- Diameter 1,1 mm - breaking strengh 114 daN.
Canopy (sailcloth):
Porcher Marine New Skytex NCV 9077 polyurethane-coated rip stop nylon.
Selected for its durability and resistance to UV-damage. New Skytex has
become the reference standard used by the majority of high quality paragli-
ding manufacturers.
DHV Certification:
Following our philosophy to only build gliders with the highest safety, we
design our gliders to meet DHV strict and robust regulations. DHV is the most
respected worldwide certification agency and provides standards for the clas-
sification of gliders with specific in-flight behaviours. This allows pilots to find
optimum gliders commensurate with their level of training, experience and
skill.
ICE2 XC DHV 2 certification is valid using any harness which is categorized
"GH". The vast majority of harnesses produced after 1993 will be category
"GH".
"GX" and other special single purpose harnesses are not recommended
because of the cross-braced strapping which detracts from the ability to steer
by weight shifting. These harnesses were once popular due to isolating the
pilot from feeling turbulence, but it has long since been discovered that fee-
ling the gliders reaction to turbulence is important for pilot awareness and the
ability to provide corrective input. To find out which class of harness your har-
ness belongs to, check the certification sticker or ask its manufacturer.
Using your ICE2 XC:
Ground Handling:
We highly recommend several hours of ground handling with the ICE2 XC to
thoroughly familiarize yourself with its launch behaviour, prior to your first
mountain flights. Ground handling is the best way to improve your safety in the
sport. If you practice two hours in the park for every hour on the mountain, you
will quickly become masterful at launching in a variety of wind strengths and
conditions. Ground handling or "kiting" can become great fun as a sport on its
own, and will improve your overall enjoyment of flying by making your launches
easier. You will become more skilled, confident and relaxed and therefore be
able to enjoy more controlled launches and the surreal sensations of flight with
less fear. It will also teach you arms muscle-motor-memory skills to react with
them to absorb turbulence. This keeps the glider flying overhead and main-
tains pressure in the sail, preventing collapses in-flight. Always anticipate the
possibility of becoming inadvertently airborne, so make sure to wear a helmet
and gloves. Be cautious in strong winds exceeding 20 km/hr as the possibility
of getting lifted or dragged increases.
Pre-Flight Checks:
It is important to perform a pre-flight check before taking off. It is helpful to
always use a set methodology:
Canopy. It is most efficient to check while unfolding your glider. Do not
rely on others. Always take into consideration that your ICE2 XC may
have been damaged while in transport.
The sailcloth, stitching and line attachment points must be carefully
inspected. Pay attention especially to the leading edge and sight into
the glider to inspect internal rib structure.
Lines. Look for knots and damage. Lines may have a broken outer
she-ath, kinked or broken HMA inside. Stitching at looped ends may
be frayed or broken. Brake lines should be symmetric.
Risers. Start with the stainless steel karabiners. Make sure they are
all at least finger tight. Check all plastic retainers are preventing lines
from cross-gating the karabiners. Check for stitching and fraying of
risers. Check the speed system by pulling and activating it.

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Harness. Inspect all stitching and webbing. Check the reserve para
chute pin and handle location and release handle from Velcro and
resecure.
Harness Buckles. Make sure you are clipped in: both legs and
chest.
Harness-Glider Karabiners. Actuate the Karabiners and ensure they
latch securely and can not be opened accidentally in flight. Risers must
be untwisted with the A-Risers facing forward as in-flight.
Speed System. Make sure Brummel hooks connect the foot pedal to
the risers, with at least 3 cm of slack, so that the glider is not acciden
tally accelerated during launch. Do this by pulling on the speed pedal
and checking for free travel.
Launch Preparation:
Before laying your glider out, carefully study the wind direction, speed and
gustiness at launch. Never launch in stronger conditions that you have routi-
nely practised on your training hill. Study the terrain in detail and select a
spot that will: insure you are precisely aligned into the wind; maximize your
takeoff run-way; maximize your distance from trees and obstructions; minimi-
ze being in a wind shadow or turbulence from launch terrain. Then expand
your attention to further away from launch to ensure you are not in the lee-
side of prevailing winds and that there is no high instability cumulus clouds or
gust fronts approaching.
Lay out your
ICE2 XC on its top surface in a pronounced arc, with the center
of the wing higher on the slope then the tips. This ensures the center of the
glider will inflate first and the glider will have less tendency to turn. Make
sure the entire leading edge inlets are pointing upwards, towards the sky, and
under span-wise tension to ensure they will take air in easily. The closer the
laid out glider resembles its in-flight appearance, the easier and more quickly
it will inflate.
Lay out the lines one half of the glider at a time. Hold up one riser set and
start at the bottom first with the brake lines, pull all lines clear. Repeat with
the D, C, B and conclude by separating the A lines. Lay checked lines on top
of the previous set and make sure that no lines are tangled, knotted, or snag-
ged. Mirror the process on the other side.
Launch:
After conducting the pre-flight checks and launch lay out as above, immedia-
tely before launch re-check:
wind direction and strength has not changed
airspace in front of launch is clear of all other gliders and visibility is
clear
The
ICE2 XC is designed having classic ICARO superb take-off characteri-
stics. ICARO gliders have split A-risers. For reverse launching in stronger
winds, just use inner A-Risers. In nil and light wind your
ICE2 XC will launch
effortless by using progressive pressure on all theA-risers until the wing is fully
overhead. When doing forward launch do not forget to do a shoulder check,
looking up briefly while keeping your body weight forward and down, to check
the canopy is perfectly inflated above you without line tangles or debris in the
lines. Never take off with a glider that is not fully inflated.
Turning and thermaling:
Your ICE2 XC is very agile and reacts precisely to the smallest steering
impulse. To make efficient and co-ordinated turns with your glider: use weight
shifting and smooth application of the brakes. The more you use your inner
brake, the faster the glider will turn. Use outer brake for adjusting speed,
radius and bank angle of the turn.
Do not accidentally use inner brake excessively, otherwise it will result in a
spiral dive. Do not use both brakes beyond a certain point. This can cause a
symmetric stall or spin.

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Accelerating:
For better penetration in headwinds you can fly faster by using the accelerator
system. Using the accelerator decreases the angle of attack and can make the gli-
der more prone to collapse. Therefore excessive use of the accelerator near the
ground should be avoided.
Before using this system it should be well adjusted.
Make sure it is attached properly.
Adjust its length such that you are able to achieve maximum travel
with both speed pulleys on the riser touching, while at the same time it
is not activated while launching or flying at trim speed with the pedal
released.
DO NOT USE THE ACCELERATION SYSTEM AND BRAKES AT THE SAME
TIME! IT IS VERY DANGEROUS TO USE THEM BOTH SIMULTANEOUSLY
WHILE FLYING YOUR ICE2 XC AND CAN RESULT IN SERIOUS COLLAPSES.
Active Flying
All good pilots react to the feedback their gliders send them, and are constantly
adjusting their speed, pitch and roll to match its movements in the air. As the glider
pitches in front of them they use the brakes to slow it down. Similarly, as the glider
drops behind them, they release the brakes to speed it up. These movements can
be symmetric or asymmetric: so they may be applying both brakes or one. They
may also roll their bodies with weight shift to move with the glider when the glider
rolls to the right or left. These subtle adjustments keep their gliders flying smooth-
ly and directly above them. These are skills that can also be learned from the safe-
ty of practicing ground handling in a park while on small grass hills or even flat
fields, using a steady wind, while kiting the paraglider overhead.
Landing
The ICE2 XC is very easy to land. Always stand up in the harness in the lan-
ding position very early in order to be able to react as fast as possible to sud-
den events. Give yourself plenty of options and a safe margin of error. Set up
your final landing leg to face into the wind to minimize groundspeed. Once
below 25 meters avoid turning tightly as the glider will have to dive to accele-
rate back into normal flight. If you are at a low altitude, or if you hit sink, this
could mean you hit the ground harder than expected. Be prepared to do a
parachute landing fall (PLF).
Once below 25 m and on final landing approach, the glider should be allowed
to fly at trim speed by going "hands up" with the brakes. This allows more
energy to be converted into a full flare. Then, 2 m above the ground, both bra-
kes are applied smoothly and forcefully to full arm extension, below the seat of
the harness, resulting in a full flare and reduced speed on landing. In stronger
winds, the flare can be reduced or eliminated to prevent being blown back
when landing.
Towing:
Your ICE2 XC is also designed to permit winch towing. Be aware however,
that getting towed is more complex than foot launching, because there is addi-
tional equipment and a towing operator, all of which must be perfectly coordi-
nated to work together. When getting towed always be sure that you perform
a pre-flight check of your equipment. Then be sure to do a pre-flight check of
all the tow system winch components, your tow bridal release system and sig-
nals to communicate between pilot and tow operator. Before increasing the
tow-line tension for takeoff, check that the wing is properly inflated and direct-
ly overhead. After that, give your supervisor the okay sign. While getting
towed, it is important that the towing force does not exceed 100 kp. Generally
the towing force should equal the weight of the towed pilot.
It is very dangerous to tow pilots who do not have a towing-licence or without
instructor supervision. Also every component of the towing equipment (har-
ness, winch and release bridals) should have certification that declares confor-
mity for towing. Also be sure that you work with an experienced team that you
trust.

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Descent techniques
Fast descents may be appropriate in certain flight situations. Some examples
of when quick descent may improve safety: to descend away from a cumulus
cloud that is generating too much lift; to land before a storm arrives; to land in
a small or restrictive landing area. Your
ICE2 XC is capable of several des-
cent techniques. These descent techniques should only be practiced the first
time under the strict supervision of an instructor. We recommend the following
manoeuvres, in order of increasing descent rate potential
Small and Big Ears
Small Ears is folding in the wing tips of your ICE2 XC to increase the sink rate.
This is useful for staying out of small clouds, descending quickly, or landing in
areas too small to do regular glides in to. To pull Small Ears on the ICE2 XC
use only the outer A-risers and pull them down. After initiating the small ears,
you may also step into your speed system and push it so that the pitch angle
of your glider is compensated and your speed and sink rate further increases.
This descent technique results in descents rates of up to -3.0 m/s.
Doing Big ears is only recommended in emergency situations when in need of
higher descent rates for example: descending through strong thermals which
would otherwise pull you into cumulus clouds or approaching storms. To do
big ears: sit upright and take only the outer 2 A-lines one each side of the gli-
der (not the entire A-risers). Pull them slow and in one smooth motion, so that
nearly 25% of the wing is collapsed on each side. Note that once big ears are
in, you have less wing area supporting you and your stall speed will have incre-
ased. Do not use brakes other than for re-inflation. For directional control while
using the big ears, you should use weight shift. After initiating the big ears, you
may also step into your speed system and push it so that pitch angle of your
glider is compensated and your speed and sink rate further increases. This
descent technique results in descent rates of up to -4.5 m/s.
To re-open the wing tips, smoothly release the speed system and then the
lines. Normally wing tips will re-inflate automatically. You can help the process
by leaning away from the side you want to re-inflate and gently pumping the
brakes. Do this one side at the time to minimize the chance of inducing a stall.
WARNING: DO NOT USE SMALL OR BIG EARS NEAR THE GROUND!
B-line stall
Before initiating a b-line stall, the pilot should check sufficient terrain clearan-
ce to fully perform and exit the manoeuvre. It is also imperative the pilot fully
commit to completing the manoeuvre, as a premature release while the glider
is still falling back and not fully stalled may lead to a large diving surge and
possibility of pilot entanglement with the glider. Descent rates exceeding -8
m/s can readily be achieved.
B-stall is performed by symmetrically pulling down on the B-Risers. It takes a
lot of force to B-line the
ICE2 XC but after a certain point it will stall smoothly
and start gaining descent speed. Forward speed will reduce to a minimum.
To initiate a B-line stall: do not release brake handles. Firmly grasp the steel
karabiners on each B-riser. Make a deliberate, forceful, sharp pull downward
until your elbows touch your chest (similar to doing a chin-up) and hold in that
position. Do not release either side: the glider will crease along the b-line
level; slow and stall; fall slightly behind the pilot; the pilot will swing back under
the canopy; and finally, the canopy will stabilize overhead in a stable b-line
stall. Only once in a stable b-line stall should the manoeuvre be released. To
exit the B-line stall: the B-risers should be released symmetrically and in one
smooth, progressive motion. The glider should resume normal forward flight
without further input. Check you have forward flight again before using brakes.
If forward flight has not resumed, push gently forward with open palms on each
A-riser: the glider will leave parachutal stall and resume normal flight.
Attention: It is very dangerous to enter or exit a B-line stall incorrectly. The
following pilot errors must be avoided:
Pulling B-Risers insufficiently or asymmetrically: may result in deep
stall or spin.
Premature release of B-Risers as glider is falling back just starting to
stall: may result in big diving surge.
Pulling B-lines too far so that A-risers are pulled too: may result in
rosette or front horseshoe.
Pulling C-risers instead of B: may result in full stall.
Slow releasing of B-risers: may result in deep stall.

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Asymmetric release of B-Risers: may result in spin.
Releasing risers without releasing brakes as well: may result in deep
stall.
Using brakes directly after exiting: may result in deep or full stall.
Spiral dive
This manoeuvre can result in extreme descent rates and very high vertical and
rotational speeds. Spiral dives with sink rates over 8 m/s are possible but not
recommended. They are dangerous and put unnecessary strain on the glider. If a
pilot looses control while spiral diving, speeds can quickly build up to -20 m/s. This
results in high G-forces on the pilot that can be overwhelming and disorienting.
Pilots conducting spiral dives should have collected enough experience to be men-
tally and physically prepared for the extreme forces of this manoeuvre. Spiral dives
need time and height to recover. Do not perform this manoeuvre near the ground.
If you turn your
ICE2 XC in a series of tight 360s it will enter a spiral dive. This will
result in rapid height loss.
To initiate a spiral, look in the direction you want to go, roll your body weight in that
direction, and then smoothly pull down on the inside brake. Your
ICE2 XC will first
turn almost 360 degrees before it drops in to the spiral. Once in the spiral you must
apply a little outside brake to keep the outer wing tip pressurized and inflated.
Safe descent rates of 8 m/s (500 ft/m) are possible in a spiral dive, but the high
speeds and G-force can be disorientating, so pay particular attention on altitude
and surrounding airspace. While performing a spiral dive you can adjust sink rate
with your outer brake.
If you do not use outside brake and continue to add inside brake while allowing
your body weight to roll inside, the spiral will rapidly accelerate and become more
difficult to regain control and exit.
To exit the spiral dive: slowly release the inside brake; bring your body weight to
the outside of the spiral; and apply a small amount of outside brake. As the
ICE2
XC
decelerates allow it to continue to turn until enough energy is lost for it to return
to a level flight without an excessive climb and surge.
Flight Incidents
Warning: simulation of flight incidents (SFI) should only take place at profes-
sional safety training seminars. They should be held using the highest level of
professional trainer and only while flying over water. For your safety, SFI trai-
ning should only be conducted in a very carefully controlled environment:
recue boat in position, life jacket, well adjusted radio and reserve parachute.
Always listen to your trainers instructions.
Deep/Parachutal Stall
Your ICE2 XC has been carefully designed to resist entering deep stall. To
practice a deep stall during SFI training involves flying very slowly, near ¾ of
full brake extension and then modulating the brakes, not quite fully stalling the
glider so that it does not fall back, but stays overhead. Because it is very dif-
ficult to achieve on modern gliders, and can lead to severe complications, it is
often omitted from modern safety training. A deep or parachutal stall occurs
when a paraglider has its usual shape, but is descending vertically without
moving forward. In most situations the
ICE2 XC will exit deep stall and resu-
me normal flight almost instantly. In the unusual circumstance that deep stall
should occur, reach up and push forward with open palms on bothA-risers until
normal flight returns. Once in normal forward flight, it is safe to use brakes
again.
Asymmetric Collapse
While flying in turbulent conditions it may occur that a portion of your glider
deflates. It also occurs when pilots allow their glider to pitch ahead or behind
them or roll side to side without actively staying with the glider. This may hap-
pen to all paragliders and may happen with your
ICE2 XC too. An asymme-
tric collapse may be simulated during SFI training by reaching up and grasping
the A-riser steel karabiner on one side, and aggressively pulling it down. The
leading edge will tuck on that side and then the pilot releases the A-riser.
It is usually not a dangerous situation, if the pilot takes proper corrective action.
Always look at the good side of the glider, put maximum weight shift on the
good side and maintain flight path by adding the minimum brake necessary. In
a small collapse involving less than 25% of the gliders area, usually the glider
re-inflates after a brief moment, with minimal pilot input, and you can resume
your flight. Larger collapses require aggressive weight shifting away from the
collapse and applying a small amount of brake to control direction.

48 48
It is important that you maintain flight path away from terrain or other obstacles.
Usually, aggressively rolling your body weight on the good side is sufficient to divert air
to the collapse and cause it to re-inflate.
If your glider begins to turn and you do not manage to stabilize it, and you have suffi-
cient terrain clearance, let it turn while you assist to re-inflate it. Make a couple of
smooth progressive pumps, about 2 seconds per pump, on the deflated side. Be care-
ful not to continue pumping for an excessive period of time or pull the brake too long
on the deflated side as it may stall that side and result in a spin.
If your ICE2 XC collapses in accelerated flight, immediately release the speed system
to slow down to trim speed. Be aware that an accelerated collapse tends to dive and
turn more quickly than a regular collapse, and therefore requires more altitude to reco-
ver from. If a large asymmetric collapse occurs while accelerated at low altitude, it may
be prudent to deploy your reserve parachute.
No pilot is immune to collapses, however choosing weather conditions appropriate for
a pilot's skill level combined with active flying, will virtually eliminate any tendency to
collapse.
Symmetric Collapse
A glider may collapse symmetrically across its leading edge when flying through down
drafts. This can be simulated during SFI training by grasping the A-riser steel karab-
iners in each hand and aggressively pulling them down. The leading edge will collap-
se over the whole span and then the pilot releases the A-risers.
Symmetric collapses re-inflate promptly without pilot input, however, 20 cm of brake
applied symmetrically will speed the process up.
Cravat
In rare circumstances, during a large deflation, part of the glider, particularly a
wing tip, may get caught in its own lines. More often it happens through pilot
error, particularly in a missed visual check of the canopy prior to launching.
The pilot neglected to spot a line over his canopy, knotted or tangled lines, or
he may have picked up debris such as branches during launch.
This can be one of the most dangerous and demanding situations in paragli-
ding, depending on the size of the cravat. If the cravat is small, less than 20%
of the glider, it will have less tendency to turn. As the cravat size increases the
tendency and rate of turn increases. Large asymmetric cravats result in
uncontrollable spiral dives.
To get out of this situation: attempt to maintain straight flight with maximum
weight shift on the inflated side. If the glider continues to turn in the direction
of the cravat, add a small amount of brake to the inflated side. If the glider con-
tinues to turn and you do not have adequate terrain clearance, immediately
deploy your reserve parachute. If you are able to maintain flight path and have
sufficient altitude you may attempt to release the cravat in the order given:
Identify the outermost B-line: the stabilo line. While keeping your body
weight away from the cravat, pull the stabilo line in towards you, hand over
hand, until the wing tip fabric comes down and is freed.
Try sharp pumps on the cravated side to see if trapped fabric or lines can be
shaken free.
Actively collapse the cravated side and release.
Attempt a full stall, only if sufficient altitude remains.
WARNING: FREEING A CRAVAT MAY BE COMPLICATED EVEN FOR AN
EXPERT PILOT. IF YOU HAVE EXHAUSTED ALL THESE OPTIONS, ARE
UNCERTAIN HOW TO PROCEED, OR YOU DO NOT HAVE CONTROL OF
THE GLIDER AND ALTITUDE IS RUNNING OUT, IMMEDIATELY DEPLOY
YOUR RESERVE PARACHUTE.

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Negative spin
This manoeuvre generally should not happen in normal flight. ICARO gliders are
designed specifically to have a low spin tendency. However, spins are often perfor-
med in SFI training to experience the gliders limits and so that pilots can have a bet-
ter understanding of the safe range of brake use.
If the pilot abruptly applies full brake to one side of the glider while the other side is
at zero brake, the faster slide may fly around the braked and stalled side resulting
in a spin. Alternatively, if flying very slowly with near full brake on both sides, if one
hand is fully released to zero brakes, while abruptly the other continues to full bra-
kes, the glider may enter a negative spin.
To exit a spin with your
ICE2 XC just go "hands up" to release the brakes and the
glider will return to normal flight. In rare circumstances it possible for the glider to
spin so quickly, the pilot gets left behind and the result is riser twists. If a pilot is
caught with massive riser twists there is further danger of control lines becoming
trapped and control being lost. IF THIS OCCURS AND THERE IS INSUFFICIENT
ALTITUDE, DEPLOY THE RESERVE PARACHUTE IMMEDIATELY.
Full stall
Full stalls rarely occur accidentally during normal flying. They are often practised in
SFI training to understand glider behaviour better. In some circumstances they
could also be used to escape extreme lift near cumulus clouds as full stalls offer
descent rates exceeding -10 m/s versus B-line stalls which are closer to -8 m/s.
Before initiating a full stall, the pilot should check sufficient terrain clearance to fully
perform and exit the manoeuvre. It is imperative the pilot fully commit to completing
the manoeuvre, and holding their arms fully locked throughout, as a premature
release while the glider is still falling back may cause the glider to rapidly dive ahead
past the pilot, with the possibility of the pilot landing in or entangling with the glider.
To initiate a stable full stall: apply both brakes to maximum arm extension. If pos-
sible, grasp the underside of your harness to assist keeping your arms locked. Do
not release at this point under any circumstance. The glider will: slow and stall; fall
quickly behind the pilot (this will be overwhelming to the pilot, who will be falling on
their back towards the ground, avoid the urge to release); the pilot will swing back
under the canopy; and finally, the canopy will stabilize overhead in a stable stall.
Only once in a stable stall, can the manoeuvre safely be released. Release the
brake just a small bit and let the glider fill until it regains shape. Then release the
brakes fully and your ICE2 XC will return to normal flight
Emergency steering
In the event that steering using brakes is no longer possible, for example, a
broken brake line, the glider may be steered by gently pulling on either D-riser.
Note that handling will be more direct when using D-risers, so care must be
given not to pull too hard. A good way to get practice is during ground hand-
ling.
Maintenance, Repair and Inspection
Maintenance:
Like any item exposed to the sun and other weather elements, your ICE2 XC
will wear out after a certain amount of use and exposure. To slow this process,
we have selected the most resistant materials.After 2 years of use, we recom-
mend a safety inspection done by a skilled and authorized ICARO technician.
In addition, you must inspect your glider during your pre-flight check, prior to
every launch.
The best maintenance is to avoid dragging or dirtying your glider to begin with.
Combine this practice with a routine once-yearly clean up. When removing dirt
from your glider you may use warm water and a smooth sponge, but avoid
unnecessarily saturating the fabric, and especially make efforts to keep the
lines dry. Use of detergents, excessive cleaning or rubbing the fabric is not
recommended as this abrasive action will likely do more damage than good.
Be sure that you allow all components to dry completely before folding for sto-
rage.
It is important to remove sand, gravel and organic debris that accumulates insi-
de the glider as soon as possible. The easiest way to do this is to "build a wall"
with the gliders leading edge down while ground handling. Or you can: use a
helper and invert several cells a time; pull cells with trapped dirt inside-out; and
open the Velcro facility in the wing tip to release trapped dirt.
When storing your glider make sure that it is kept in a warm and dark place.
Temperatures should not go below 5°C or exceed 30°C. Do not store it near
chemicals or petrol. If not flying for an extended period: store the glider
releasing all compression straps and out of its backpack, so that the fabric is
not compressed, creased or stretched.
If your have done a salt-water landing: it is important that you soak the glider
thoroughly in clear, fresh water to remove all salts before drying. Place it even-
ly out of the sun on flat surface and let it dry, naturally. Never place it close to
a heater. It may take several days to dry, especially the lines, which take lon-