Niviuk TAKOO 2 User manual

TAKOO 2
USER’S
MANUAL
The pleasure of ying together... reinvented

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NIVIUK GLIDERS C/ DEL TER, 6 NAVE D 17165 LA CELLERA DE TER GIRONA  SPAIN
TEL. [phone] FAX [phone]
[email protected] www.niviuk.com
WELCOME
We wish to welcome you to our team and thank you for the condence that
you have placed in a NIVIUK Glider.
We would like to share with you the thrill and the passion which has been
involved in the creation of this glider. TheTAKOO 2 was conceived to share,
to allow you and your passenger to discover the passion of ying together
in tandem. The TAKOO 2 is the perfect tool to let you share that unique
experience.
The idea to design a tandem glider with long life was always in the work text:
The leading edge includes the SLE (Structured Leading Edge). (http://www.
niviuk.com/en/glider_prod_ste.asp?prod=takoo2). The SLE provides more
rigidity and stability along the span of leading edge but also allows full
exibility along the both the vertical and horizontal axis of each open cell.
With the SLE system there is no longer a need to use large amounts of mylar
material to achieve leading edge reinforcement. This reduction in material
has reduced the weight of the leading edge and the result is precise handling
on the ground and easier launches.
Together with the SLE we have created the STE (Structured Trailing Edge)
which has been developed directly from the competition class gliders. With
the STE, the circulation of the air is more uid, maintaining a consistent
airow at the trailing edge. STE works on more surface of the wing
without distorting the prole. (http://www.niviuk.com/en/glider_prod_ste.
asp?prod=takoo2)
The line plan has been very carefully calculated and developed not only to
minimize the total line length and weight but to also minimize the resistance
to wind.
It has an improved Ear Lock System (ELS), a facility which allows the easy
application of Big Ears. (see chapter 5.1 Ears, for more information)
We have not only introduced new design methods but we have also used
new production technologies. During the entire process of the development
of this wing, the NIVIUK team, directed by Olivier Nef has achieved excellent
behaviour and in-ight characteristics. These qualities have been conrmed
by the excellent results obtained during the homologation process.
TAKOO 2 – Together, experience the true source of pure tandem ight and
freedom
“Give importance to the small details that build up to big things”
This is the user’s manual that we recommend you to read in detail.
The NIVIUK Gliders Team.
USER’S MANUAL
NIVIUK Gliders TAKOO 2
This manual oers all the necessary information that will familiarize you with
the main characteristics of your new paraglider. Although this manual informs
you about your glider, it does not oer the instruction requirements necessary
for you to be able to pilot this type of wing. Flying instruction can only be taught
at a paragliding school recognised by the Flying Federation of your country.
Nevertheless we remind you that it is important that you carefully read all the
contents of the manual for your new TAKOO 2 glider.
Severe injuries to the pilot can be the consequence of the misuse of this
equipment.

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SUMMARY
WELCOME 2
USER’S MANUAL 2
1. CHARACTERISTICS 4
1.1WHO IS IT DESIGNED FOR? 4
1.2 CERTIFICATION 4
1.3 INFLIGHT BEHAVIOUR 4
1.4 ASSEMBLY, MATERIALS 4
1.5 ELEMENTS, COMPONENTS 5
2. UNPACKING AND ASSEMBLY 5
2.1 CHOOSE THE RIGHT PLACE 5
2.2 PROCEDURE 5
2.3 ASSEMBLY OF THE HARNESS 5
2.4 TYPE OF HARNESS 6
2.5 TRIM DISPLAY 6
2.6 INSPECTION AND WING INFLATION ON
THE GROUND 6
2.7 ADJUSTING THE BRAKES 6
3. THE FIRST FLIGHT 6
3.1 CHOOSE THE RIGHT PLACE 6
3.2 PREPARATION 6
3.3 FLIGHT PLAN 6
3.4 PREFLIGHT CHECK LIST 7
3.5 WING INFLATION, CONTROL,
AND TAKEOFF 7
3.6 LANDING 7
4. IN FLIGHT 7
4.1 FLYING IN TURBULENCE 7
4.2 POSSIBLE CONFIGURATIONS 7
4.3 USING THE TRIMMERS DISPLAY 9
4.4 FLYING WITHOUT BRAKE LINES 9
4.5 KNOTS IN FLIGHT 10
5. LOSING HEIGHT 10
5.1 BIG EARS 10
5.2 BLINE STALL 10
5.3 SPIRAL DIVE 11
6. SPECIAL METHODS 11
6.1 TOWING 11
6.2 ACROBATIC FLIGHT 11
7. FOLDING INSTRUCTIONS 11
8. CARE AND MAINTENANCE 12
8.1 MAINTENANCE 12
8.2 STORAGE 12
8.3 CHECKS AND CONTROLS 12
8.4 REPAIRS 12
9. SAFETY AND RESPONSIBILITY 12
10. GUARANTEE 13
11. TECHNICAL DATA 14
11.1 TECHNICAL DATA 14
11.2 MATERIALS DESCRIPTION 14
11.3 RISER ARRANGEMENT 15
11.4 LINE PLAN 16
11.5 LENGHTS TAKOO 2 42 17
11.6 LENGHTS TAKOO 2 39 17
11.7 CERTIFICATION SPECIMEN 18

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1. CHARACTERISTICS
1.1 WHO IS IT DESIGNED FOR?
The main objective of the TAKOO 2 is to satisfy all the tandem pilot’s
demands. If the pilot does not has pleasure ying, the passenger will not
enjoy all the aspects of ying. This is one of the main arguments that the
NIVIUK team has defended during the development and the nalisation of
the TAKOO 2.
1.2 CERTIFICATION
Due to the focus attention on this kind of glider and to cover legal obligations
of the tandem pilots in dierent countries, where we have professional
activities with the TAKOO 2, NIVIUK Gliders decided to present his tandem
to the strict homologation procedure the new EN-926-2, obtaining excellent
results in the B level (EN C size 39). Check the homologation results and
gures on the last pages of this manual.
1.3 IN-FLIGHT BEHAVIOUR
The NIVIUK Team has carried out extensive and meticulous work. As a
consequence of several prototypes and many hours of test ights numerous
adjustments were made. Dierent prototypes were then tested in all types
of ight conditions. This intense development work supported by the
combined experience of the whole team has achieved a wing with unbeatable
behaviour. Light handling, precise response, manoeuvrable, safe and
aesthetic, these are just some of the qualities of the TAKOO 2.
The wing’s behaviour on the ground is the rst quality of its obedient
temperament. Its lightness, in command is so decisive that all actions that
are taken during the ight result in total liberty.
This wing’s performance will make quite clear that lightness and eciency are
complementary concepts. Even in the most turbulent conditions all instructions
are diligently transmitted and the response given by the TAKOO 2 is the
expected response. The pilot will discover the manoeuvrability of this wing in
all the aspects of piloting, allowing the pilot to explore beyond his/her present
knowledge without running the risk of an incorrect response of the TAKOO 2.
Landing is clean, easy, precise, without imperfections, the pilot can adapt his
nal to every situation.
The wing’s safety is guaranteed by its excellent homologation certications. It
is worthwhile remembering that the best tandem in the hands of a bad pilot
does not guarantee a happy ending. The TAKOO 2’s passive safety measures
should also be accompanied by the passive safety oered by the rest of
the ying equipment: the harness, helmet, emergency parachute etc. The
extraordinary behaviour of the TAKOO 2 and common-sense piloting will give
you many hours of peaceful ying.
1.4 ASSEMBLY, MATERIALS
The TAKOO 2 does not only introduce new design methods but also new
manufacture technologies. Not a single millimetre of error is possible in the
manufacturing process from Olivier’s computer to the cutting of the fabric. An
automatic process cuts each of the sections that compose the dierent parts
of the wing. This program not only cuts the pieces of fabric but it also paints
the guideline marks that will aid the assembly. It also numbers the separate
pieces of material. All this is carried out before human handling of the pieces
begins. So we eliminate possible and understandable errors that may occur
during this delicate procedure.
The lines are semi-automatically manufactured and all the sewing is nished
under the supervision of our specialists. The jigsaw puzzle of the assembly
process is made easier using this method. We economize on resources while
making the quality control more ecient. All the dierent parts of the canopy
are cut and assembled under the strict conditions induced by the automation
of the whole process.

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All NIVIUK Gliders go through an extremely thorough and ecient nal
inspection. Every single line of each glider is measured individually once the
nal assembly has concluded.
Each wing is then individually controlled for the last visual revision.
Each glider is packaged following the maintenance and conservation
instructions recommended for the advanced materials. NIVIUK Gliders are
made of rst class materials as demanded by the performance, durability,
and homologation requirements of the present-day market.
As we continue the work that we started up with the rest of our gamma, all
the used materials respond to our desire to improve what we established.
The dierent diameters and strengths of the lines, an arch distribution
with diagonal ribs that carry the main eorts on the glider and the elected
materials to deal with these fatigues, surely are the elements that indicate
how much attention we spent on choosing the materials for the TAKOO 2.
This complex process of selection and material distribution allow us to oer
you a glider constructed way above the standards, with a design and very
high nalisation level.
Information about construction materials is given on the last pages of this
manual.
1.5 ELEMENTS, COMPONENTS
The TAKOO 2 is delivered to its owner together with a series of components
that, although not fundamental, do take an important part in the use,
transport and storage of the paraglider. The glider is delivered together
with a rucksack, large enough for all of the equipment to t inside, once
appropriately packed. The rucksack is designed to make transport on foot as
pleasant as possible. The internal bag, intended to protect the TAKOO 2 from
possible damage, during storage is also supplied.
The glider strap allows you to reduce the volume of your glider. Furthermore
you will nd the spread bar, a small fabric repair kit made of auto-adhesive
ripstop and a small box containing a USB pen drive which holds all relevant
information about the TAKOO 2 and also the Niviuk catalogue which can be
updated via internet. Within the box you will also nd a quick reference guide
about your new wing.
2. UNPACKING AND ASSEMBLY
2.1 CHOOSE THE RIGHT PLACE
We recommend that you unpack and assemble your wing on a schooling
slope or a at clear area without too much wind and free of obstacles. These
conditions will allow you to carry out all the steps required for you to check
and inate your NIVIUK Gliders TAKOO 2.
We recommend that an instructor or a retailer supervises the entire
procedure as only they are competent to resolve any doubt in a safe and
professional way.
2.2 PROCEDURE
Take the paraglider out of the rucksack, open it and spread it open with
the lines on top of the underside, position the wing as if you were to inate
it. Check the condition of the fabric and the lines, make sure there are no
abnormalities. Check the maillons that attach the lines to the risers are
properly closed. Identify and order the A, B, C, and D lines, the brake lines
and the corresponding risers. Make sure that there are no ties or knots.
2.3 ASSEMBLY OF THE HARNESS
Correctly place the risers on the superior loop of the triangle of the spread
system (in blue on the NIVIUK Spread system). The risers and lines should
not have any twists and they should be in the right order. Check if the

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harness buckles are correctly locked. Secondly, you should connect the
Spread system (shortest part and only one assembly loop) to the pilot’s
harness. Connect the buckles of your reserve to the superior part of the
spread system (in blue on the NIVIUK Spread system). Install your“André
Rose”system if you have it. And at last, connect the passenger’s harness.
2.4 TYPE OF HARNESS
The TAKOO 2 has passed the EN class“B” homologation (EN C size 39).
This standard allows it to be own with most of the harnesses on the market.
We recommend you only to use, as well for the pilot as for the passenger,
special designed harnesses for tandem ights.
2.5 TRIM DISPLAY
The new acceleration mechanism of the TAKOO 2 works when you release
the“Trims”on the D-riser. The eciency of this new system provides a
wide range of speeds, much broader than that of the rst Takoo. To reduce
the speed, pull the strap to obtain the desired speed. The range of the
acceleration system starts at the neutral position up to the maximum speed
when it is completely released and vice versa up to the neutral position.
Look also at the graphics at the end of this manual.
2.6 INSPECTION AND WING INFLATION ON THE GROUND
Once you have checked all the equipment and made sure that the wind
conditions are favourable, inate your TAKOO 2 as many times as necessary in
order to become acquainted with the wing’s behaviour. The TAKOO 2 inates
easily and smoothly. An excess of energy is not necessary and the wing will
inate with minimum pressure on the harness when you move forward. This
may be assisted by using the A lines. Do not pull on them, just accompany the
natural rising movement of the wing. Once the wing is overhead, simply apply
correct pressure on the brake lines and the TAKOO 2 will sit over your head.
The leading edge is much lighter than the rst Takoo which translates into
exceptional ination, allowing softer and simpler take os.
2.7 ADJUSTING THE BRAKES
The length of the main brake lines is adjusted at the factory to the length
established during homologation. However, the length can be changed to
adapt to the pilot’s ying style. Nevertheless, we recommend that you y for
a while with these, set at the original length. This will allow you to become
accustomed to the TAKOO 2’s original ying behaviour. If you then decide
to change the length of the brake lines, slack o the knot, slide the line
through the brake link to the desired length, and strongly re-tie the knot.
Qualied personnel should carry out this adjustment. You must ensure that
this adjustment does not slow down the glider. Both brake lines should be
symmetrical and measure the same length. The most recommended knots
are the clove hitch knot or bowline knot.
3. THE FIRST FLIGHT
3.1 CHOOSE THE RIGHT PLACE
We recommend that the rst ight with your TAKOO 2 is made on a smooth
slope (a school slope) or in your usual ying area accompanied by a qualied
instructor.
3.2 PREPARATION
Repeat the procedures detailed in chapter 2 (UNPACKING AND ASSEMBLY)
in order to prepare your TAKOO 2.
3.3 FLIGHT PLAN
Draw out a ight plan before take-o in order to avoid possible ight errors.

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3.4 PRE-FLIGHT CHECK LIST
Once you are ready, but before you take-o, carry out another equipment
inspection. Ensure correct installation of all equipment and that all lines are
free of hindrances or knots. Check that the weather conditions are suited for
your ying skills.
3.5 WING INFLATION, CONTROL, AND TAKE-OFF
Smoothly and progressively inate your wing. The TAKOO 2 inates easily
and does not require excessive energy even when there is no wind. It does
not tend to over-take you, so the wing ination phase is carried out without
anguish. These take o characteristics provide a perfect control phase and
enough time for the pilot to decide whether to accelerate and take o.
Whenever the wind speed allows it, we recommend a reverse launch
technique, this type of launch allows you to carry out a better visual check of
the wing. The TAKOO 2 is especially easy to control in this position in strong
winds. The TAKOO 2 will not pull you from the ground. However, wind speeds
up to 25 to 30 km/h are considered strong.
Preparation and positioning of the wing on the take o is especially important.
Choose a location which is appropriate for the direction of the wind. Position
the paraglider as if it were part of a large circle, taking into account the shape
of the canopy in ight. All this will assist in a trouble free take-o.
3.6 LANDING
The TAKOO 2 lands excellently, it transforms the wing speed into lift on the
pilot’s demand, allowing an enormous margin of error. You will not have to
wrap the brake lines around your hand to get greater braking eciency.
The pilot will act on the brakes depending on the load/m² of his glider. With
the Takoo 2 we have achieved in making the nal stages of every ight, the
landing, an easy and simple manoeuvre. The TAKOO 2 absorbs the speed in
order to allow you a perfect landing, even on days with nil wind.
4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The TAKOO 2 complies with an excellent homologation to face this type of
situation with the best safety guarantee. This wing is stable in all types of
weather conditions. It reacts admirably in passive ight, thus oering a high
level of safety in turbulent conditions. Nonetheless, all paragliders always
have to be piloted according to the prevailing weather conditions, the pilot is
the ultimate safety factor.
We recommend that the pilot adopts a proactive attitude when ying, making
the necessary ne adjustments to keep the wing in control. He should avoid
the glider to collapse, by acting correctly to increase the speed of his glider.
He/she should stop braking to allow it to y at the required wing speed after a
correction is made. Do not maintain any correction for longer than necessary
(braked) this would cause the wing to enter into critical ying situation.
Whenever necessary, control a situation, react to it and then re-establish the
required speed.
4.2 POSSIBLE CONFIGURATIONS
We recommend that training to master these manoeuvres be carried out
under the supervision of a competent school. The pilot should always act on
the brakes depending on the load/m² of the moment, avoiding over-handling
with a small load or a lack of energy with a high load.
Asymmetric collapse.
In spite of the great stability of the prole of the TAKOO 2, heavy turbulent
conditions may cause part of the wing to collapse asymmetrically. This
usually happens when the pilot has not foreseen this possible reaction of
the wing. When the wing is about to experience an asymmetric collapse the
brake lines and the harness will transmit a loss of pressure to the pilot. To
prevent the collapse from happening, pull the brake line corresponding to
the compromised side of the wing, this will increase the angle of incidence.

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If the collapse does happen the TAKOO 2 will not react violently, the turn
tendency is very gradual and it is easily controlled. Lean your body towards
the side that is still ying in order to counteract the turn and to maintain a
straight course, if necessary slightly slow down the same side. The collapse
will normally open by itself but if that does not happen, pull completely on
the brake line on the side which has collapsed (100%). Do this with a rm
movement. You may have to repeat this operation to provoke the re-opening.
Take care not to over-brake on the side that is still ying (turn control) and
when the collapse has been solved, remember to let the wing recover its
ying speed.
Symmetric collapse.
In normal ying conditions the design of the TAKOO 2 ensures that a
symmetric collapse is quite improbable. The prole of the wing has been
designed to widely tolerate extreme changes in the angle of incidence. A
symmetric collapse may occur in heavy turbulent conditions, on entry or
exit of strong thermals or lack of adapting the use of the accelerator to the
prevailing air conditions. Symmetrical collapses usually re-inate without the
glider turning but you can symmetrically apply the brake lines with a quick
deep pump to quicken the re-ination. Release the brake lines immediately
to recover optimum ight speed.
Negative spin.
This conguration is out of the normal ight behaviour of the TAKOO 2.
Certain circumstances however, may provoke this conguration such as
trying to turn when the wing is ying at very low speed (while heavily braking).
It is not easy to give any recommendations about this situation since it varies
depending on the circumstances. Remember that you should restore the
relative air speed over the wing. To achieve this, progressively reduce the
pressure on the brake lines and let the wing gain speed. The normal reaction
would be a lateral surge with a turn tendency no greater than 360º before
restoring to normal ight conditions.
Parachutal stall.
The possibility of this happening has been eliminated by the design of the
TAKOO 2 and it is highly unlikely to happen on this paraglider. If it does
happen, the feeling would be that the wing would not be advancing, you
would feel a kind of instability and a lack of pressure on the brake lines,
although the canopy would appear to be correctly inated. The correct
reaction would be to release the pressure on the brake lines and push the A
lines forward or rather lean your body to any side WITHOUT PULLING ON
THE BRAKE LINES.
Deep Stall.
The possibility of the TAKOO 2 falling into this conguration during normal
ight is very unlikely. This could happen if you are ying at a very low speed,
whilst over steering in a number of manoeuvres and in turbulent conditions.
To provoke a deep stall you have to take the wing to minimum ight speed
by symmetrically pulling the brake lines, when you reach this point, continue
pulling until you reach 100% and then hold. The glider will rst fall behind
you and then situate itself above you, rocking slightly, depending on how the
manoeuvre was carried out. When you start to provoke a stall, be positive and
do not doubt an instant. Do not release the brake lines when half way through
the manoeuvre. This would cause the glider to surge violently forward with
great energy and may result in the wing below the pilot. It is very important
that the pressure on the brake lines is maintained until the wing is well
established vertical above.
To regain normal ight conditions, progressively and symmetrically release
the brake lines, letting the speed be re-established. When the wing reaches
the maximum advanced position ensure that the brakes are fully released.
The wing will now surge forward, this is necessary so that air speed is
completely restored over the wing. Do not over brake at this point because
the wing needs to recover speed to quit the stall conguration. If you have to
control a possible symmetrical front stall, briey and symmetrically pull on the
brake lines and let go even when the wing is still ahead of you.

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Wing tangle.
Of all the possible situations, which you may encounter while ying the
TAKOO 2, this is the least probable one of all. The well proportioned ratio and
well calculated positioning of the line cascades ratify this fact.
A wing tangle may happen after an asymmetric collapse, the end of the
wing is trapped between the lines. This situation could rapidly cause the
wing to turn, although it depends on the nature of the tangle. The correction
manoeuvres are the same as those applied in the case of an asymmetrical
collapse, control the turn tendency by applying the opposite brake and lean
your body against the turn. Then locate the line that reaches the stabiliser
that is trapped between the other lines. This line has a dierent colour and
belongs to the external lines of the B riser.
Pull on this line until it is tense, this should help to undo the wing tangle. If
you cannot undo the tangle, y to the nearest possible landing spot, control
the ying course with your body movements and a little pressure on the
opposite brake. Be careful when attempting to undo a tangle if you are ying
near a mountainside or near to other paragliders, you may lose control of the
ying course and a collision may occur.
Over handling
Most ying incidents are caused by wrong actions of the pilot, which chained
one after another create abnormal ying congurations (a cascade of
incidents). You must to remember that over handling the wing will lead to
critical levels of functioning. The TAKOO 2 is designed always to try to recover
normal ight by itself, do not try to over handle it.
Generally speaking, the reactions of the wing, that follow over handling, are
neither due to the input made or the intensity, but the length of time the pilot
continues to over handle. You have to allow the prole to re-establish normal
ight speed after any type of handling.
ATTENTION…The pilot should always act on the brakes depending on the
load/m² of the moment, avoiding over-handling with a small load or a lack of
energy with a high load.
4.3 USING THE TRIMMERS DISPLAY
The prole of the TAKOO 2 has been designed to y stable through its entire
speed range, the EN Class“B” (EN C size 39) homologation conrms this.
It is recommended to accelerate “trimmers released”when ying in strong
winds or to get away from extreme descending air. When you accelerate the
wing, the prole becomes more sensitive to possible turbulence and closer to
a possible frontal collapse. If you feel a pressure loss, you should position the
“trimmers”in neutral and pull slightly on the brake lines to increase the angle
of incidence. Remember that you have to re-establish the ight speed after
correcting the incidence.
It is NOT recommended to release the“trimmers” near to the mountainside
or in very turbulent conditions. If necessary you will have to constantly adjust
the use of the trim whilst constantly adjusting the pressure applied to the
brake lines. This balance is considered to be “active piloting.”
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, you cannot use the brake lines of your TAKOO 2
you will have to pilot the wing using the D-risers and your body weight to y
towards the nearest landing. The D-lines steer easily because they are not
under pressure, you have to be careful not to over handle them causing a
stall or negative turn. To land you have to let the wing y at full speed and
before reaching the ground you will have to pull symmetrically on both the
D-risers. This braking method is not as eective as using the brake lines so
you will land at a higher speed.

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4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines
before you inate the wing for take-o. If you notice a knot before take o,
immediately stop running and do not take-o.
If you have taken-o with a knot you will have to correct the drift by leaning
on the opposite side of the knot and apply the brake line on that side too. You
can gently pull on the brake line to see if the knot becomes unfastened or try
to identify the line with the knot in it. The identied line can then be pulled to
see if the knot undoes. Be very careful when trying to remove a knot. When
there are knots in the lines or when they are tangled, do not pull too hard
on the brake lines because there is a greater risk of the wing to stalling or
negative turn being initiated
Before trying to remove a knot, make sure there are no pilots ying nearby
and never try these manoeuvres near the mountainside. If the knot is too tight
and you cannot remove it, carefully and safely y to the nearest landing place.
5. LOSING HEIGHT
The knowledge of the dierent descent techniques is an important resource
to use in certain situations. The most adequate descent method will depend
on the particular situation.
We recommend that you learn to use these manoeuvres under the guardian
of a competent school.
5.1 BIG EARS
Big ears are a moderate descent method, reaching –3 or –4 m/s, ground
speed reduces slightly between 3 and 5 km/h and piloting becomes limited.
The angle of incidence and the surface wing load also increases. Push on the
accelerator to restore the wing’s horizontal speed and the angle of incidence.
The TAKOO 2 is tted with big ear pulleys with an ear lock-on system.
The improved EAR LOCK SYSTEM (ELS) allows to lock and unlock the ears
with no eort of the pilot.
The wing can be piloted with the ears on.
The ELS allows the pilot to have the ears on all the time with no eort.
The ELS allows the pilot to use the trimmers at the same time.
The ELS can be regulated to do big ears or small ears.
With the ELS the pilot can also apply the ears in the classic way. (This is done
by taking the outermost A-lines of both stabilizers as high up as possible
and pulling on them outward and downward. The wingtips will fold in. Let
go of the lines and the big ears will re-inate automatically. If they do not
re-inate, gently pull on one of the brake lines and then on the opposite one.
We recommend that you re-inate asymmetrically, not to alter the angle of
incidence, more so if you are ying near the ground or ying in turbulence.)
The ELS prevents the involuntary opening of the ears.
The ELS can be removed if the pilot desires to do so.
5.2 B-LINE STALL
When you carry out this manoeuvre, the wing stops ying, it loses all
horizontal speed and you are not in control of the paraglider. The air
circulation over the prole is interrupted and the wing enters into a situation
similar to parachuting.
To carry out this manoeuvre you have to take the B-lines below the maillons
and symmetrically pull both of them down (approx. 20-30 cms) and then
hold this position. The initial phase is quite physical (hard resistance)
which means that you will have to pull strongly until the prole of the wing
is deformed, when this happens the required force will then signicantly
reduce. To maintain this manoeuvre you must continue to hold the B Lines
in the pulled down position. The wing will then become deformed, horizontal
speed drops to 0 km/h and vertical speed increases to –6 to –8 m/s
depending on the conditions and how the manoeuvre has been carried out.