Nova Triton User manual

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MANUAL

32

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WELCOME TO THE FAMILY OF NOVA
PILOTS!
WE CONGRATULATE YOU ON BUYING
YOUR NEW NOVA TRITON
AND WISH YOU MANY ENJOYABLE FLYING HOURS!
IF YOU HAVE ANY QUESTIONS,
SUGGESTIONS OR CRITICISM
REGARDING ANY NOVA PRODUCT PLEASE
DO NOT HESITATE TO CONTACT US.
WE ARE HAPPY TO GIVE HELP AND ADVICE.
VERTRIEBSGESELLSCHAFT M.B.H.
BERNHARD HÖFEL-STR. 14
A-6020 INNSBRUCK
AUSTRIA
TEL.: [phone]
FAX: [phone]
E-MAIL: [e-mail]
WWW: HTTP://WWW.NOVA-WINGS.COM
WE ARE LOOKING FORWARD TO HEAR FROM YOU!

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PLEASE READ THIS MANUAL CAREFULLY AND
NOTE THE FOLLOWING DETAILS:
THIS PARAGLIDER MEETS AT THE TIME OF DELIVERY THE
REQUIREMENTS OF THE EN (EUROPEAN NORM 926) OR OF
THE GERMAN LTF (GERMAN CERTIFICATE OF AIRWORTHI-
NESS).
ANY ALTERATIONS TO THE PARAGLIDER WILL
RENDER ITS CERTIFICATION INVALID!
THE USE OF THIS PARAGLIDER IS SOLELY
AT THE USER’S OWN RISK!
MANUFACTURER AND DISTRIBUTOR DO NOT
ACCEPT ANY LIABILITY.
PILOTS ARE RESPONSIBLE FOR THEIR OWN SAFETY AND
THEIR PARAGLIDER’S AIRWORTHINESS.
THE PARAGLIDER CARRIES NO WARRANTY!
THE AUTHOR ASSUMES, THAT THE PILOT IS
IN POSSESSION OF A VALID PARAGLIDING
LICENCE!

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Technical Data:
Type 18 20 22 2 4
Zoom factor 0.945 0.995 1.04 1.08
No. of cells 71 71 71 71
Projected wingspan m 9.18 9.67 10.11 10.49
- surface area m² 18.4 20.4 22.3 24.03
- aspect ratio 4.58 4.58 4.58 4.58
Flat wingspan m11.8612.49 13.05 13.55
- surface area m² 21.94 24.3 26.57 28.66
- aspect ratio 6.41 6.41 6.41 6.41
Line diameter mm 0.45/ 0.8/ 1.2
Line length m 6.8 7.16 7.49 7.77
Line consumption m 300 316 331 344
max. profile depth m 2.32 2.45 2.55 2.66
min. profile depth m 0.47 0.5 0.52 0.54
Weight kg 5.1 5.6 5.9 6.3
Legal takeoff weight* kg 70-90 80-105 90-115 100-130
* Pilot + approx. 17 to 20kg of equipment (including wing)
Changes of these data is possible: Please look after the actual version of this
manual or the technical data table on the NOVA homepage: www.nova-
wings.com/downloads
Further details concerning measurements and design may be taken from the
engineering specifications of the certification. This form can be found on the
NOVA homepage (certification documents) of asked from the NOVA office.
Line specifications are detailed in the certification certificate or in the line
plans. They are measured under a 5kg load.
The certification test centres measure overall line length from the quick link to
the undersurface.
The line lengths as specified in the line plans are of the single elements in-
cluding the end loops.
The certification label is printed onto the right wing tip.

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DATE OF, AND PILOT’S NAME COMPLETING
TEST FLIGHT SHOULD BE WRITTEN IN SPACE PROVIDED!
THE CERTIFICATION LABEL HAS TO BE MOUNTED (STICKER) OR PRINTED
ON THE WING!
NOVA TRITON Technical Description:
The NOVA TRITON is a high performance wing in the certification class EN C/
D (depending on size), or LTF 2-3.
Caused by the construction elements ot a high arc canopy and short lines, a
high form stability in combination with a very high agility could be achieved.
The relatively high aspect ratio in combination with a moderate airfoil charac-
teristic offers a good synthesis between a maximum of performance and a
high safety level.
Because ot the use of a special sail cut technique, a very good performance
level could be reached specially at higher speeds.
The basic form of the NOVA TRITON is a slim, elliptical, rearward swept wing.
Buildup of canopy:
The canopy of the TRITON is built by 71 cells over the wingspan. The wingtip
is slightly pulled down, building a kind of stabilizer.
2 to 3 suspended ribs are building a suspension group, which are connected
by short forks of the top line elements. Between those suspended ribs, the
ribs are suspended by diagonal ribs.
This buildup ensures a smooth top surface, exact airfoil reproduction, and yet
most importantly, very few suspension points. So the NOVA TRITON has very
few lines and thus associated parasitic drag, which gives it an excellent glide
angle.
The profile of the NOVA TRITON was basically adapted by it’s predecessor, the
TYCOON but redesigned in some areas. This changes in shape could
improve the efficiency (performance) and static (form stability).
The NOVA TRITON presents a closed leading edge to the airflow. Internal
Trilam reinforcements maintain its precise form and provides stability. The cell
openings on the undersurface of the profile’s nose provide airflow into the
glider. Stretch resistant flares, integrated with diagonal ribs at the suspension

37
points, ensure an even distribution of load throughout the canopy. A stretch
resistant Mylar stripe on the trailing edge defines the wingspan and guaran-
tees, together with an optimized sail tension, a high form stability.
Large cross port vents allow effective airflow inside the canopy, providing good
reinflation without reducing the profile accuracy.
Rigging system of the NOVA TRITON:
The lines of the NOVA TRITON are made of strong and stretch resistant
Polyester / Polyethylene (Dyneema: white core) or Polyester / Aramid
(Technora: yellow core) lines.
The entire rigging system comprises individual suspension lines looped and
stitched at each end.
The main lines are 1.2 mm strong, the main brake lines are 1.85mm in
diameter, the middle elements 0.8mm, the top lines are made of 0.6mm
unsheathed but coated Technora lines. The brake cascades and stabilizer
lines are 0.6 or 0.8mm.
The main lines of the middle part of the wing are sheathed PPSL lines, all
others are unsheathed Technora lines.
The suspension lines are comprised of “cascaded top lines” (attached to the
undersurface), ”cascaded middle lines” (cascade 2 to 3 top lines together),
and ”main lines”. These cascade 2 middle elements and lead to the ”quick
link” (a Maillon Rapide that connects lines and risers).
The ”stabilizer lines” connect the upper stabilizer lines on the outer suspen-
sion points with the quick link.
The ”brake lines” are not load carrying suspension lines. They lead from the
trailing edge of the canopy to the ”main brake lines” running through the
”pulleys” on the C-risers to the ”brake handles”.
A mark on the main brake line indicates the position of the brake handle.
This adjustment, on the one hand, allows sufficient brake to be applied during
extreme flying situations and when landing, while on the other hand, it en-
sures that the canopy is not permanently braked (especially when fully accel-
erated). This trimming should not be altered.
For differentiation purposes A-lines are coloured red, the main brake line is
blue, all remaining lines are yellow.

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Also the main suspension loop, on the bottom of the riser, is covered red.
Here the main carabiner has to be hooked in, which is connecting the risers
with the harness.
The line connections are made to triangular Maillon rapides (quick links) fitted
with a rubber ”o- ring” (normally used as a seal) in the form of a ”figure eight”
which prevents any slipping of the lines on the quick link.
The NOVA TRITON is equipped with 3 risers per side. The A-lines are attached
to the A-risers. The B-lines and the stabilizer lines are attached to the B-riser.
The C-lines to the C-riser.
See line plan for details.
Speed system:
The NOVA TRITON can be equipped with a stirrup operated speed system.
The riser of the TRITON does not have a fixable trimmer.
The speed system affects the A-, B- risers. In normal flight all risers have an
overall length of 54.8cm.
When the stirrup is pushed out the A-risers are shortened by up to 18.2cm, the
B-risers by up to max. 14.1cm, the C-risers retain their original length.
This measurements influence the certification!
An incorrectly fitted speed system causes a loss of certification!
How is the speedsystem fitted?
Most modern harnesses have pulleys attached for speed system fitting. In
case not, it is important to attach pulleys (sewn on tabs) in such a way that
allows the pilot to maximize the power vector of his / her legs without ”pushing
back” in the harness.
The NOVA speed system, including ”Brummel-hooks” supplied, must be
assembled as per instructions.
The speed system cord is firmly attached (use bowline or other nonslip knot)
to the foot stirrup (webbing or alloy bar). The other end of the cord is run
through a pulley on the harness and then in an upward direction to be then
firmly attached to the ”Brummel-hooks”!
The length of the cord leading to the stirrup should be adjusted so that it is
easy to put your feet into the stirrup in flight but still short enough to allow full
speed system travel. (Use of 2 stirrups in a ladder fashion can enable you to
reach the full range if your legs are not long enough.)

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AB C
risers
brummelhook
red cover
speedsystem
bottom
pulley
main carabiner
harness
stirrup
top
pulley
press
button
traction risers
control handle
control handle
pulley
brakeline-pulley
red cover
mounting point of
winching adapter

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Ensure both cords on the stirrup are of equal length, to avoid putting a turn in
the glider.
Tes t yo ur spee d sy ste m for t he c orr ect len gth of cor d on the gro und fi rst , wi th
your harness and risers, before flying with it! The full range is reached when
the 2 pulleys join together.
How does it work?
The speed system utilizes a 3 to 1 pulley mechanism which results in short-
ening the A- and B-risers as described above.
How to use it?
Before launch, attach the paraglider’s risers to the harness with the main
carabiners. Then attach the ”Brummel-hook” on the end of each speed system
cord to the Brummel hook on the end of the cord which runs through the 2
pulleys on the A risers.
Ensure that the speed system is untangled and operates freely before flying!
The Harness:
Any certified harness with a hang point at about chest height may be used with
a NOVA TRITON (37-50cm over seat plate).
The distance between left and right main carabiner should be between 45 and
60cm, depending on the size of the pilot and the type of the harness.
Please note: the hang point position changes the position of the brakes
relative to the pilots body. The TRITON was not tested with harnesses with an
effective cross strap system.
As known, harnesses with a low suspension and a big horizontal distance
between the suspension points are offering the pilot a better feedback from
the canopy. Our test pilots tested the TRITON even with a high and narrow
mountaineer light harness, to be sure, that the wing is still handling properly.
But to use the whole potential of the wing, we’re recommending an agile
harness.
CAUTION! CROSS STRAPS THAT ARE ADJUSTED TOO TIGHTLY CAN
DRASTICALLY EFFECT YOUR GLIDERS HANDLING, AND THUS MAY NOT
CONTRIBUTE TO HIGHER ACTIVE SAFETY! HAVE THEM TIGHTENED THE
CORRECT AMOUNT.

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The Flight:
Preflight check and launch preparations:
As for any aircraft a thorough preflight check must be made prior to each flight
on the NOVA TRITON!
Having unpacked and laid out the paraglider in a slight horseshoe pattern the
following checks must be made:
Before every launch check lines, risers and canopy for damage! Do not launch
in case of even the smallest damage!
Also check the rapid links connecting the lines and the risers. They have to be
closed tight.
Put on the harness with maximum care and check the handle of the safety
system and that all the splints of the outer container are placed correctly.
The main carabiner has to be checked carefully as well. Replace it if any
damage is visible, or generally after 300 flying hours.
When laying out the glider, the wind direction should be observed. The canopy
should be deployed into the wind so both halves of it are loaded symmetrically.
The paraglider should be arranged in a semicircle against the wind. This
ensures that the A-lines in the centre section of the canopy will tension before
the ones at the wing tips. Thus the canopy inflates evenly and an easy launch
in the desired direction is guaranteed.
All lines and risers should be carefully untangled and arranged in a way that
they do not catch on anything. Special attention should be paid to the A-lines,
which should run free and untangled from the A-risers (red sleeve) to the
canopy.
It is equally important to untangle the brake lines so that they are clear and can
not catch on any thing during launch. The brake lines should run freely through
the pulleys to the trailing edge of the canopy.
Make sure the risers are not twisted. When not, the brake lines will be able to
run freely through their pulleys.
It is often impossible to untangle lines during flight.
It is important that no lines are looped around the canopy. Also called a “line-
over”, this may have disastrous consequences during take off.
Finally connect the risers with your harness by using the main carabiners.
Check carefully that they are closing properly.

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ATTENTION! NEVER FLY WITH AN OPEN MAIN CARABINER!
Checklist:
Preparing the wing:
- canopy without any damage
- risers without damage
- maillon rapides (rapid links) closed tight
- seams of the main lines near the risers are o.k.
- all main lines run free from the riser to the canopy, brake lines are free
Getting on the harness:
- rescue handle and splint
- buckles (leg- ,front riser) closed
- main carabiner
Before takeoff:
- speedsystem mounted and connected properly
- risers not twisted
- brake handle in hands, brake lines free
- pilot‘s position towards the wing (centred: all lines same tension)
- wind direction
- obstacles on the ground
- free airspace
Launch:
The NOVA TRITON is very easy to launch.
When the pilot is ready to take off he / she holds the A-risers and the brake
handles in each hand.
To fa cil itate d iffe ren tia tio n bet wee n the r ise rs, t he A- lin es, i ncl udi ng th e
sleeves on the A-risers, are coloured red.
Hold the A risers with arms outstretched behind you.
Before take off recheck the canopy, the direction of the wind and the air space
around you! A good progressive run ensures your NOVA TRITON will inflate
and come up equally and quickly.
After the initial effort of inflation, keep applying forward pressure on the A-risers
(pushing them forward, not pulling down) until the pressure on the A risers
eases. The canopy should now be directly over the pilot’s head. Should the
canopy surge forward, control it by braking gently. The paraglider should be

43
braked gently to stabilize the glider and possibly correct for drift. Moving the
pilots body to the centre of the glider is the best method of correction, if there is
sufficient room.
The pilot looks up and checks that the canopy is fully inflated with no line tan-
gles.
Only then is the final decision to continue the launch taken!
If anything is not completely safe the launch should be aborted!
The NOVA TRITON is easy to reverse launch.
When doing a reverse launch or when launching in strong winds the
paraglider can possibly surge forward more quickly or lift off sooner than de-
sired. To avoid this, walk uphill following the canopy during inflation.
As this launch technique can be difficult and turning the wrong way can result
in the pilot taking off with twisted risers. It is recommended to practice the re-
verse launch on a training hill or slight slope first.
When deflating the canopy in strong winds, or aborting a launch, use the C- or
D- risers, not the brakes. Using the brakes in strong wind will cause more lift,
lifting the pilot up and dragging him/her much further back.
When you let the brake handles out of your hands during takeoff, take care that
the brake line is not twisted around the brake pulley!
Turns:
The NOVA TRITON is very responsive and reacts very directly and instantly to
any steering input. Weight shift input even quickens turns and ensures mini-
mal height loss.
A combined technique of weight shift and pulling on the inside brake line is the
most efficient turning method, whereby the radius of the turn is determined by
the amount of inside brake pulled and weight shift.
A stalling wing tip announces itself by a gentle surge backwards of the wingtip.
In this situation you have to loosen brakes immediately.
In case it is impossible to control the NOVA TRITON with the brake lines the C-
risers may be used to steer and land the canopy.
CAUTION: PULLING A BRAKE TOO FAST OR TOO HARD CAN RESULT IN THE
CANOPY ENTERING A NEGATIVE SPIN.
(SEE ”SPIN” FOR REMEDY)

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Spiral dive:
To ent er a sp ira l dive wit h a NOVA TR ITON the pi lot mus t use wei ght shi ft wh ile
slowly applying more and more brake on one side.
During a spiral dive the angle of bank can be controlled by increasing or re-
ducing the amount of inside brake.
When spiralling the NOVA TRITON it is recommended to apply some outside
brake. This helps stabilize the wing and enables an easier and safer exit from
the spiral.
To ex it, eas e off the i nsi de brak e slo wly. T he NO VA TRI TON di d no t sho w a
tendency to remain in a stable spiral during testing. However, should a glider
in abnormal conditions (e.g. asymmetrical cross strap settings) continue to
spiral, it has to be actively exited. This is done by weight shifting to the outside
and more gentle braking of the outside wing.
NEVER DO BIG EARS IN SPIRALS, AS THIS MAY DRASTICALLY REDUCE THE
NUMBER OF LINES TAKING THE ALREADY HIGH LOADS, CAUSING STRUC-
TURAL FAILURE.
ATTENTION: CAUSED BY THE VERY GOOD PERFORMANCE AND ENERGY
RETENTION, THE TRITON IS RISING UP A LOT AFTER SPIRAL DIVE RE-
LEASE. THERE THE WING CAN BE HIT BY IT’S OWN TURBULENCES.
”Thermalling and soaring”:
In turbulent conditions the glider should be flown actively. The canopy should
be flown with a small amount of brake applied. This improves stability by in-
creasing the angle of attack of the canopy. The canopy should not rock back or
surge forward much but should remain above the pilot. Thus, the pilot should
increase speed by carefully reducing applied brake when entering a strong
thermal. The pilot should brake the canopy on exiting. This is part of basic
active flying.
Flying with speed system:
When flying with the speed system applied the angle of attack is lower and the
canopy can collapse more easily than in normal trim. The faster the canopy is
flown the more dynamic the collapses and stalls will be and the more skill will
be required for quick recoveries.
To use the sp eed sys tem , s imp ly plac e y our fee t o n th e s tir rup and pu sh
forward in a horizontal plane. If a loss of back pressure of the stirrup on your
legs is noticed, this is a warning that the canopy is probably about to collapse.
Release the stirrup and thus the speed system immediately.

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With this ”feeling” you may actually prevent most collapses from happening
while using the speed system. If a collapse still happens, release the speed
system immediately and correct the collapse as described in ”Collapses”
section.
BE CAREFUL!
WHEN USING THE SPEEDSYSTEM THE ANGLE OF ATTACK IS LOWERED,
THUS AIRSPEED IS INCREASING, AND THE CANOPY IS DESTABILIZING.
THEREFORE DO NOT USE THE SPEEDSYSTEM IN TURBULENT CONDI-
TIONS, CLOSE TO THE GROUND OR NEAR OTHER AIRSPACE USERS!
NEVER RELEASE THE BRAKE HANDLES!
DON’T APPLY BRAKE WHEN FULLY ACCELERATED!
BRAKING IS INCREASING LIFT NEAR THE TRAILING EDGE: THE MAIN LIFT
POINT IS MOVING BACKWARDS. CAUSED BY THIS, THE WING IS LOSING
STABILITY FOR A SHORT MOMENT.
SHOULD YOU HAVE A COLLAPSE, RELEASE THE SPEED SYSTEM IMMEDI-
ATELY, TO ENABLE THE GLIDER TO RETURN TO STANDARD TRIM AND
THEN RECOVER WITH CORRECT PILOT INPUT AS
IN A NORMAL COLLAPSE.
DO NOT USE THE SPEEDSYSTEM IN ANY EXTREME MANOEUVRES!
Landing:
The NOVA TRITON is easy to land. The final leg of the landing approach must
be into the wind. During this final glide the paraglider should be decelerated
slowly and at approximately one meter above the ground, according to condi-
tions, the pilot should ”flare” the canopy. The glider may climb again, gaining
height, if too much brake is used too early.
Strong wind landings require little brake. Do not apply full brake before the pilot
is safely on the ground.
The final glide during the landing approach should be straight and not marked
by steep or alternating turns as these can result in a dangerous pendulum
effect near the ground.

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Towing:
The NOVA TRITON has no special towing characteristics, although a relatively
low angle of attack and thus low tow tension should be maintained during
launch and the initial part of the tow.
NOVA is recommending the use of a winching adapter: this should be
mounted on the upper end of the main carabiner (see drawing page 38).
Motored Flight / Aerobatics:
Contact the manufacturer or importer for the current legality of motorized flight.
The NOVA TRITON is not designed to be used for aerobatics.
Extreme Flying Manoeuvres:
Collapse:
A negative angle of attack will cause the NOVA TRITON to collapse (e.g. in tur-
bulent air).
If one wing tucks, straight flight should be maintained by ”correcting for direc-
tion” - braking gently on the inflated side.
In case of a big collapse, this braking should be applied very carefully to avoid
stalling the remaining inflated wing. The pilot’s ”correction for direction” can be
aided by a ”pumping out of the deflation”, a slow, long pumping action on the
brake of the deflated side of the wing helps the canopy to re-inflate.
If the pilot does not correct, the NOVA TRITON usually self-recovers. However, if
it does not self recover and the pilot does not correct the canopy can enter a
stable spiral dive.
“Cravate” / Line over:
In the case some lines are tangled during flight (caused by whatever), the
following action is recommended:
The pilot stabilizes the glider by gently applying the brakes. Please be aware
that under this conditions the brake pressure can be higher and the brake
travel shorter.
Without the pilot’s action the line over will result in a stable spiral dive.
Here are various possibilities to untangle a line over:
- pumping the collapsed side.
- pulling the stabilizer line or lines causing problem.

47
- should both measures fail, it is possible to untangle the line over by inducing
a full stall. This manoeuvre, however, should only be carried out by advanced
pilots with experience in extreme flight situations and with sufficient altitude
available.
IF THESE MANOEUVRES FAIL OR IF IN ANY DOUBT, THE PILOT SHOULD
INSTANTLY USE THE RESCUE SYSTEM!
Front stall:
A front stall can be induced by strongly pulling the A-risers or by sudden, heavy
turbulence. The entire leading edge impulsively collapses.
Gentle braking on both sides will reduce the lateral pendulum motions and
simultaneously accelerate reinflation. The NOVA TRITON generally self recov-
ers from an initiated front stall.
When having a very big front stall, a front rosette can happen (wingtips are
moving forwards: the wing is shaping a horse shoe). Gentle braking can avoid
this deformation.
A quick cognition of the situation and a quick reaction by braking on both sides
as long as the collapsed wing is behind the pilot helps to recover and keep
the altitude loss limited.
ATTENTION: IN THE CASE THIS PILOT REACTIONS DON’T SUCCEED, OR
THE PILOT FEELS HIMSELF OVERSTRAINED OR THE ALTITUDE IS TOO
LOW, INSTANTLY USE THE RESCUE SYSTEM!
Parachutal Stall (deep stall):
The paraglider has no forward momentum combined with a high descent rate.
A parachutal stall is caused, among other reasons, by a too slowly exited B-
stall or severe turbulence.
Porous canopies (UV influence) or canopies out of trim (stretched or shrunken
lines) are much more susceptible to a parachutal stall and therefore should
not be flown. These are some of the reasons regular checks should be car-
ried out on your glider.
A whet canopy, or temperatures below zero centigrades (0°C) may as well
cause a stable parachutal stall.
The NOVA TRITON generally is self recovering from parachutal stall. If the
canopy remains in a parachutal stall, it is sufficient to gently push both A risers
forward or to push the accelerator.
WARNING: IF BRAKES ARE APPLIED WHILE IN A PARACHUTAL STALL, THE
GLIDER MAY SUDDENLY ENTER A FULL STALL.

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IN CLOSE PROXIMITY TO THE GROUND, DUE TO THE FORWARD SURGING
PENDULUM EFFECT, A RECOVERY MAY BE MORE DANGEROUS THAN A
HARD LANDING IN PARACHUTAL. IF LANDING IN A PARACHUTAL STALL,
THE PILOT SHOULD PREPARE FOR A HARD LANDING AND MAKE A PARA-
CHUTE ROLL LANDING.
Full stall:
To induce a full stall, apply full brake on both sides.
The glider slows down steadily until it stalls completely. The canopy suddenly
surges backwards a long way. In spite of this uncomfortable reaction of the
canopy, both brake lines must be consequently held down with all your
strength until the canopy is stabilized (directly overhead).
The NOVA TRITON generally flies backwards during a full stall but doesn’t
always form a front rosette.
A frontal rosette can be formed by entering the full stall slowly. When entering
(braking) fast, the canopy will not always form the desired front rosette.
ALWAYS APPLY BOTH BRAKES EVENLY!
To r eco ver from a ful l stall , bo th br ake s mu st be let up sy mme tri cal ly at a fas t
to moderate speed (within 1 second).
The NOVA TRITON surges forward a moderate amount after recovering from a
full stall, whereby a resulting front collapse is possible. Gentle symmetrical
braking as soon as the wing begins to move forward is recommended. If the
pilot does not brake the canopy, the NOVA TRITON surges forward to 90° an-
gel. In the worst case a big collapse will follow.
An ”asymmetric” recovery (one control released faster than the other) from a
full stall can cause a big dynamic collapse.
IF A FULL STALL IS RELEASED TOO EARLY, TOO SLOW OR TOO FAST, OR
OTHERWISE INCORRECTLY, THE CANOPY CAN SURGE EXTREMELY FAR
FORWARD.
The danger of overcorrecting and overreacting exists during all extreme flight
manoeuvres. Thus, any corrective action must be gentle and steady and done
with feel!

49
Spin (or negative spin):
During a spin the canopy turns relatively fast around the centre section of the
canopy while the inner wing flies backwards (hence the term negative).
There are two usual reasons for an unintentional spin:
- one brake line is being pulled down too far and too fast (e.g. when inducing a
spiral dive)
- when flying at low speed one side is being braked too hard (e.g. when
thermalling).
To recover from an unintentional spin, the pulled down brake line should be
immediately released as soon as a spin is suspected. The canopy will accel-
erate and return to its normal straight and stable flying position, without losing
too much height.
In case the spin is allowed to develop for some time, the NOVA TRITON
surges far forward on one side and a dynamic asymmetric collapse or a line
over can occur. If so, brake gently to stop canopy surging and correct any col-
lapse: See ”collapses”.
Too tight cross bracing increases the probability of a spin with most
paragliders!
NEVER DO AN INTENTIONAL SPIN OVER LAND OR IF YOU DON’T HAVE
SUFFICIENT EXPERIENCE!
Wingover:
To induce a wingover the pilot flies consecutive alternating turns to gradually
steepen the angle of bank.
During wingovers with high bank angle, the outside wing begins to unload.
Further increase of the angle of bank must be avoided, for a possible resulting
collapse may be quite dynamic!
WARNING:
FULLSTALL, SPIN AND WINGOVER (OVER 90 DEGREE ANGLE OF BANK)
ARE ILLEGAL AEROBATIC MANOEUVRES AND MAY NOT BE PERFORMED
DURING NORMAL FLYING.
INCORRECT RECOVERY PROCEDURES OR OVERREACTING OF THE PI-
LOT MAY HAVE DANGEROUS CONSEQUENCES WITH ANY TYPE OF
PARAGLIDER!

50
Rapid Descents:
Spiral dive:
The spiral dive is the fastest way to lose altitude. As explained previously (see
under main section ”Flight” ) they have a rapid descent rate, however, the very
high G-forces make it difficult to sustain a spiral dive for long and it can place
high loads on the pilot and glider.
By tensing ones abdominal muscles an a higher body tension one can rather
resist the high g-forces. Don’t forget proper breathing!
As soon as any, even slight, light dizziness or impaired vision is noticed the
spiral should be exited immediately.
ATTENTION! AT HIGH SINK SPEEDS OR IN THE CASE THE PILOT KEEPS
HIS WEIGHT ON THE INSIDE, THE WING CAN STAY IN A CONTINUED DEEP
SPIRAL AND HAS TO BE ACTIVELY EXITED (SEE FLIGHT PRACTICE: DEEP
SPIRAL).
B-line stall:
To in duc e a B- lin e stall s ymm etr ica lly pul l dow n bot h B-r ise rs by abo ut 20 cm.
The airflow over the top surface is almost fully detached and the canopy enters
a vertical descent flight mode without forward movement.
Further pulling of the B-risers reduces the surface area more and increases
the sink rate. (up to 10 m/s)
Be careful, pulling too far may cause a frontal horseshoe to form.
To exi t f rom th is flig ht mod e r ele ase th e B -ri ser s q uic kly (1 sec).
The canopy surges forward reattaching airflow over the top surface again and
resumes normal flight.
When the B-risers are released, the brakes should not be activated. This will
give the canopy the possibility to gain speed and resume normal flight.
If canopy does not recover apply both brakes gently to recover.
Big ears:
When doing big ears, the horizontal speed is higher than the sink rate, unlike
a spiral dive or a B-line stall. This rapid descent technique is used to quickly
and horizontally exit a dangerous area into desired direction.
In order to collapse the outside wing, pull the outside A-lines .