paratech P80 User manual

- 1 -
P80 Manual

- 2 -
Table of Content:
1 Performance Characteristics of the PARATECH P80........ 5
2 PARATECH Technolo y................................................ 7
2.1 Computer Aided Desi n................................................................................... 7
2.2 Wing Shape......................................................................................................... 7
2.3 Wing Profile........................................................................................................ 7
2.4 Leading Edge Cell Opening with PAF (Permanent Air Flow) ........................... 7
2.5 Wing Reinforcement........................................................................................... 7
2.6 Diagonal Bands................................................................................................... 8
2.7 Risers................................................................................................................... 8
2.8 Main and Cascade Lines Layout......................................................................... 8
2.9 Break Lines ......................................................................................................... 8
2.10 Riser Selection .................................................................................................... 8
2.11 Materials ............................................................................................................. 9
2.12 Colours................................................................................................................ 9
2.13 Design ................................................................................................................. 9
2.14 Summary ............................................................................................................. 9
3 Suitable Harnesses .....................................................10
3.1 General.............................................................................................................. 10
3.2 Adjustment of a Harness with Variable Cross Bracin .............................. 10
3.3 PARATECH M-Series....................................................................................... 10
3.3.1 Base Configuration ................................................................................... 10
3.4 PARATECH A Series........................................................................................ 11
3.4.1 Base Configuration ................................................................................... 11
3.5 Supplementary Modules ................................................................................ 12
4 Fli ht Operations........................................................13
4.1 P80 Risers with Speed System ..................................................................... 13
4.1.1 P80 Speed System..................................................................................... 13
4.1.2 Accelerated Flying .................................................................................... 14
4.2 Pre-flight Check and Flight Preparation ........................................................... 15
4.3 Take Off ........................................................................................................... 16
4.4 Turns and Spiral Dive ....................................................................................... 16
4.5 Thermaling and Soaring in Turbulent Condition: “Active Flying” .................. 17
4.6 Landin ............................................................................................................. 18
4.7 Towin .............................................................................................................. 18
5 Rapid Descents at reater than 5 m/s Sink Speed ........19
5.1 “B Line” Stall.................................................................................................... 19
5.2 Spiral Dives....................................................................................................... 20
5.3 “Big Ears” and “Big Ears” with Speed System ................................................ 20
6 Extreme Flyin Manoeuvres ........................................21
6.1 Deep Stall (Parachutal Stall)............................................................................. 21
6.2 Asymmetric Deflation (Asymmetric Wing Tucks)........................................... 21

- 3 -
6.3 Frontal Collapse of the Canopy .................................................................... 21
6.4 Cravats or Line Over......................................................................................... 22
6.5 Spins (Flat or Negative Spins) .......................................................................... 22
6.6 Full Stall............................................................................................................ 23
6.7 Emer ency Steerin ....................................................................................... 23
7 Maintenance, Packin , Repairs and Retestin ...............24
8 Final Remarks ............................................................25
9 Technical Documentation............................................26
9.1 Technical Data ................................................................................................ 26

- 4 -
P80 Manual
(Issue Date 24 May 2004)
To make you familiar and comfortable with your new para lider we recommend
that you carefully read this manual. This will allow you to et to know your new
lider quickly and comprehensively. In addition to all the information with
re ards to fli ht operations the manual provides important uidelines and advice
for the safe operation and maintenance of your lider. We request that this
manual be passed over to any future owner of this lider.
Any unauthorised alterations made to this para lider will invalidate its air
worthiness certification. The operation of this lider is entirely the risk of
its user. Any liability of the manufacturer or endorsed a ent of the
manufacturer is excluded. The DHV type identification ta forms part of
the documentation of this manual.
Each pilot carries the responsibility for his personal safety and is responsible that
the apparatus, which he/she operates and flies with, is checked for safety and
airworthiness prior to each take-off and fli ht and properly maintained. The P80
may only be operated with a valid pilot license authorised by the relevant
authority and under the supervision and endorsement by an authorised
instructor.
The PARATECH P80 may not be operated:
• Outside the minimum and maximum take-off limit
• At a pitch reater than 90
0
about the pitch and roll axis of the lider
• Aerobatics
• With en ine, except with special endorsement by DULV
• In rain, in snow falls, in clouds or fo
• In moist and wet conditions
• In turbulent weather
• Aerobatics is dan erous and for this reason not permitted
• By pilots with insufficient experience and qualifications

- 5 -
Welcome to PARATECH
We con ratulate you to the purchase of your new para lider and wish you many
happy hours in flyin with the PARATECH P80.
Please complete the Warranty Card below and forward the document to:
PARATECH AG, Beim Alpenblick, CH-9057 Weissbad
This will ensure your full warranty entitlement. This also allows us at PARATECH
to forward to you without delay any information on new developments and if
necessary current technical “NOTAMs” re ardin your PARATECH P80.
Para lider development at PARATECH is desi ned to achieve our pilots demands
for optimal quality and performance. For this reason we encoura e you to
forward any su estions or critics to assist us in the development of our liders.
Should you as owner and pilot of a P80 have any need for assistance, which
cannot be answered by our distributors, we would be pleased to assist you. We
are always here to provide you with the knowled e you request.
Please complete the form below and forward information to us for our records.
PARATECH will reward your efforts with a surprise.
1Performance Characteristics of the PARATECH P80
We recommend the P80 for experienced pilots, who value fun and satisfaction as
part of their para lidin experience. Also re ular pilots, lookin for an easy to fly
para lider, will enjoy satisfaction with the P80. With re ards to lide and sink
performance, as well as speed band, the P80 will match its performance with
many other liders. The handlin of the P80 is direct, balanced with plenty of
safety mar in to spare.
Despite the P80’s ease of handlin , the pilots must of course abide by the rules
of “Active Flyin ”, otherwise the flyin of the P80, as is the case with all other
liders, becomes dan erous.
As with all PARATECH liders, the P80 has been developed with a hi h safety
demand in mind. With the P80 the desi n team has mana ed a further
breakthrou h in fli ht stability combined with fli ht performance, fli ht
enjoyment and for iveness with re ards to handlin .

- 6 -
Years of experience and intensive development work with on oin refinement
and rework of the win have evolved in a lider, which can be rated at the
forefront of currently available win technolo y.

- 7 -
2PARATECH Technolo y
2.1 Computer Aided Desi n
A number of Computer-Aided-Desi n packa es have been used to develop the
P80’s win shape and profile. The shape of each and every P80 is reproduced
durin the manufacturin process with the hi hest precision employin CNC
driven cuttin tools.
2.2 Wing Shape
The P80 presents an ele ant, aesthetically shaped win form of hi h
aerodynamic quality combined with passive safety.
2.3 Wing Profile
The P80’s profile has been researched and refined by PARATECH throu h
intensive and demandin numerical modellin and practical trial work. A variable
profile alon the entire span of the win provides for optimal lift distribution. This
is only one of many reasons for the P80’s balanced combination of performance
and stability.
2.4 Leading Edge Cell Opening with PAF (Permanent Air Flow)
We call our newly developed Zi za leadin ed e openin “Permanent Air Flow”
(PAF). It is a continuation of our research in partially closed win cells. The
system allows the efficient, steady and quick fillin of the cells at all “An les of
Attack” (AOA) despite the extremely small openin size. These are just some of
the reasons for the P80’s ood natured inflation characteristics durin take-off
and the hi h trim speed achievable durin fli ht.
2.5 Wing Reinforcement
Careful desi n of the P80’s win reinforcement provides on the one hand
stren th in critical areas, but also plays an important role in maintainin the cell
inflation at the start and quick reinflation durin turbulence induced win tucks.

- 8 -
2.6 Diagonal Bands
The P80 incorporates dia onal bands for cross bracin . This adaptation of ultra
li ht wei ht construction techniques makes it possible to utilise a reduced
number of line attachment points without limitin the number of win cells. This
achieves hi hest aerodynamic characteristics at minimal canopy wei ht. The
dia onal bands provide a considerable contribution to performance potential and
the aesthetics of the P80.
2.7 Risers
The PARATECH P80 features 4 point risers which are also fitted with a speed
system. The deployment of “Bi Ears” is made easy by the inclusion of split “A-
Risers’’. Extremely easy take-off handlin , “B-Riser” stallin , steerin capability
with the “D-Risers” and optimised eometry for accelerated fli ht, apart from the
wei ht specific stren th, were the most important aspects of the riser
development.
2.8 Main and Cascade Lines Layout
The cleverly desi ned layout of the main (principal) and cascade lines not only
provides the P80 with the easy take-off handlin but also with its exceptional
fli ht characteristics. This line layout also achieves a stark reduction in unwanted
parasitic dra .
2.9 Break Lines
The trailin ed e breaks are controlled with the break lines. The layout of the
break lines is such that the P80’s handlin , even at moderate break pressure,
occurs without any stallin tendencies. The lines are arran ed in a manner which
absorbs overreactions by pilots with ease.
2.10Riser Selection
All risers used by PARATECH are pre-stretched, cut to exactin len ths and
finally sawn. A precisely documented quality record of all riser len ths for each
and every P80 manufactured is all but second nature to PARATECH.

- 9 -
2.11Materials
For the upper canopy surface and the cell walls a specially coated water repellent
nylon material of hi hest quality is used. Apart from its excellent durability, it
features a hi h colour fastness. It excels in resistin dia onal stretchin and in
its ability to be worked without bias. For the lower canopy surface, PARATECH
uses an extremely flexible nylon material with exceptional rippin stren th. For
manufacturin rib walls a specially woven nylon fabric was used to accommodate
loadin characteristics of these ribs.
The P80’s main (principal) line material consists of a HMA core (Hi h Molecular
Aramid) and the cascade lines have a Dyneema core, which has excellent
durability and bucklin characteristics. All lines are protected by a polyester
sheath. A combination of line stren ths with varyin diameter from 1.1mm to
2.1mm and tensile stren th between 100daN to 240daN are used. The lines are
characterised by their extremely low creep elon ation and precisely definable
elasticity modulus combined with hi h flexibility and lon lastin durability.
2.12Colours
The PARATECH P80 can be purchased in several attractive colour combinations.
2.13Design
The new desi n presents a clean and modern look without losin its herita e.
One is always able to reco nise the well known asymmetric tail symbol but with
the new desi n it is now possible to observe it from all perspectives that is from
left, ri ht, from above and from below.
2.14Summary
Many months of intensive work has been invested in the development of the
P80. The smallest detail has been carefully considered and incorporated.
PARATECH has achieved with the P80 a modern lider, which will provide its
owner with many hours of pure joy and satisfaction while flyin . The P80 pilot
can with confidence tackle any situation in the knowled e of bein in command
of a lider of hi hest stability and proof flown and tested by PARATECH’s own
development team in all possible extreme flyin conditions.

- 10 -
3 Suitable Harnesses
3.1 General
The followin harness certification is applicable to Germany and Austria:
The P80 can be flown with all current harnesses not incorporatin fixed cross
bracin (i.e. all harnesses of DHV certification GH). Harnesses with fixed cross
bracin (i.e. all harnesses of DHV certification GX) are less suitable for the P80,
as these could adversely influence the handlin and behaviour within the
operational safety mar ins of the lider. For this reason these harness types
(only a limited number of harnesses are still available) have not been included in
the DHV certification for the lider. Also not permitted for use with the P80 are
special purpose harnesses manufactured for type specific liders (e. . fixed
harnesses).
Identification of the harness type can be made by checkin the “Type
Identification Ta ” attached to the harness. As of 1993, practically all harnesses
manufactured are of the type GH. Listin of DHV certified harnesses and their
classification can be obtained from the DHV.
3.2 Adjustment of a Harness with Variable Cross Bracin
The ti hter the cross bracin is adjusted by the pilot, the less tiltin of the pilot
in the harness can be observed in turbulent conditions. By loosenin the cross
bracin the pilot has an increased ability, throu h wei ht shiftin , to assist the
steerin of the lider.
3.3 PARATECH M-Series
For the P80 we recommend the use of our M-Series harness. The “Module” in its
basic confi uration is fitted with everythin needed, hi hli hted by its flexibility
to position the reserve chute, the comfortable seatin position and in the
detailed functional desi n.
3.3.1 Base Configuration
• Self closin buckles for le and chest straps

- 11 -
• Safe-T-Bar

, the fallout protection in case of unintentionally opened le
straps
• Alternative reserve chute positions: behind, either side or in front of the
harness.
• Backpack to store the AIRBAG back protection, the lider ba , etc. The
AIRBAG back protection is included as a standard accessory.
• Twist-Lock automatic karabiner
• Lar e rear pocket
• Stretch band activated automatically fitted shoulder straps
• Entire harness manufactured from CORDURA to achieve optimal quality
and durability
• Two point harness attachment for reserve chute with inte rated “Klett”
uides
• Pulley and eye uidance for speed system
• In fli ht adjustable seat inclination
3.4 PARATECH A Series
Also recommended is the PARATECH A Series of harnesses, which is in its basic
confi uration is fully operational with unparalleled seatin comfort and
functionality
3.4.1 Base Configuration
• Self closin buckles for le and chest straps
• Safe-T-Bar

, the fallout protection in case of unintentionally opened le
straps
• Backpack to store the AIRBAG back protection, the lider ba , etc. The
AIRBAG back protection as well as side protection panels are included as
standard accessories.

- 12 -
• Twist-Lock automatic karabiner
• Lar e rear pocket
• Stretch band activated automatically fitted shoulder straps
• Entire harness manufactured from CORDURA to achieve optimal quality
and durability
• Neoprene side panels, each incorporatin a pocket
• Two point harness attachment for reserve chute with inte rated uides
• Pulley and eye uidance for speed system
• In fli ht adjustable seat board len th
• Rear pocket with inte rated reserve chute container and shoulder position
for the reserve chute handle.
3.5 Supplementary Modules
• Water ballast container
• Instrument cockpit

- 13 -
4Fli ht Operations
4.1 P80 Risers with Speed System
4.1.1 P80 Speed System
Prior to take-off the speed bar lines are attached by quick links to the speed
system fitted to the risers. These lines are installed in the harness throu h
internally mounted deflection pulleys and eyelets to connect the speed bar with
the speed system.
The len th of the speed bar lines are adjusted either side of the speed bar, such
that with fully extended le s the speed system is fully activated, i.e. both rollers
fitted to the risers are in contact with each other. Equally, when fully released,
the risers must be completely extended and there must be no bindin between
the seat cushion and the raised speed bar. These adjustments are best made on
the round with the help of an assistant by suspendin the harness from a
suitable support. While sittin in the harness and with all straps and buckles
closed the risers are fully extended by the assistant and the len th of the speed
bar lines adjusted and checked.
Most of the time while flyin the speed system is not activated. At the speed of
“Best Glide” in clean air, the flyin is done without any breakin and without the
need to activate the speed system. The speed system is used, when it is

- 14 -
desirable to fly at a hi her speed than at the speed of “Best Glide”. This is mainly
the case when a better lide an le in headwind or downdraft is required.
To rapidly reduce altitude the speed system can be operated in conjunction with
“Bi Ears” (refer Section 5.3, pa e 14).
The P80 flies at “Minimum Sink” speed by applyin approximately 20 to 30cm of
brake. To further reduce the flyin speed in thermal conditions, presumably to
achieve better climbin performance, makes little sense and can lead to
dan erous conditions (stallin of the win ).
The speed system operates as follows:
The full activation of the speed bar results in a lowerin of the “A Risers” with
the “B Risers” bein shortened via a pulley arran ement to 2/3 of the “A Riser”
shortenin . The “C Risers” shorten to ½ of the “B Riser” shortenin , while the “D
Risers” remain unaffected.
These chan es to the riser setup result in a reduction of the An le of Attack
(AOA) over the entire win and, as a consequence, in an increase in air speed.
The stability of the P80 remains, even with increased speed, relatively
unchan ed due to the eometric setup of the speed system. This is an important
factor for the practical use of the speed system throu hout the P80’s speed
ran e.
4.1.2 Accelerated Flying
Flyin with the inte rated speed system should always be done in a controlled
and measured manner, i.e. with increasin turbulence and reducin altitude, less
and less acceleration should be used. The speed increase durin accelerated
fli ht is considerable and should not be underestimated.
Danger: It not only doesn’t make sense but it is also very dan erous to
activate the speed system (accelerate) and apply breakin at the same time!
Due to the reduced An le of Attack (AOA) the leadin ed e of the win
becomes increasin ly sensitive to turbulent airflow. By breakin the win at
the same time, the Centre of Lift (CoL) moves towards the trailin ed e of
the win and the support pressure at the front of the win reduces makin it
less stable.
Durin turbulence induced instability of the accelerated win the speed system
must be disen a ed in a controlled manner and only after the win has achieved
normal flyin speed (unaccelerated) should breakin a ain be applied to control
the speed of the win .

- 15 -
4.2 Pre-flight Check and Flight Preparation
A careful pre-fli ht check is required for any flyin apparatus and the P80 is no
exception. For a para lider the followin checkpoints are of importance:
1. Durin the unpackin of the win the canopy and the cell walls are
examined for dama es. Even thou h the lider was checked durin the
last packin , it can’t be discounted that durin stora e or transport the
lider has not been interfered with and dama e has occurred.
2. A visual check must be made to ensure that none of the lines are
twisted or knotted (looped). At the same time the lines are checked for
dama e. At re ular intervals the line len ths should be checked a ainst
the line layout plans of the win to monitor the stretchin or shrinka e
of the lines.
3. Also to be checked are the steerin control lines (break lines) to ensure
their clear passa e to the canopy. Check the attachment (knottin ) of
the main break line. Both break lines must be of equal len th. The exact
len th of the main break line, between the junctions and the break
handle, can be obtained from the line layout plan and must not be
chan ed under any circumstances.
4. Check your harness to ensure that all buckles are properly closed.
5. Check that all shackles and karabiners on the harness are closed and
that straps and risers are not twisted.
6. Fly only with a suitably certified helmet and proper footwear.
Followin unpackin and spreadin out of the win the followin checks must be
made:
1. The win should be spread out in such a manner that durin inflation
the “A Lines” in the centre section of the win are bein pulled before
the correspondin lines towards the win tips. This will help inflatin the
win and provides directional stability durin this phase of the take-off.
2. Observe the direction of the prevailin wind to ensure symmetrical
inflation of the win .

- 16 -
3. Carefully separate the lines and arran e the risers. All lines must be free
runnin between the risers and the canopy without any loopin . Equally
important is to ensure that the break lines are clear and cannot sna
durin the inflation of the win .
4. Observe that the control (break) lines are clear and run throu h the
rollers of the “D Risers” to the trailin ed e of the win .
5. Ensure that no lines cross under the canopy. A “Line Over” occurrin
durin the take-off could lead to an uncontrollable situation.
4.3 Take Off
Grip the “A Risers” and the control lines with your hands after completin the
pre-fli ht check. With the lines held taut and the arms strai ht in extension of
the “A Risers” / “A Lines”, make a couple of backwards steps and then quickly
accelerate to inflate the canopy, utilisin the inertia of your body for assistance.
In this way the win of the P80 will reliably inflate each time and the canopy will
quickly rise above the pilot. Continue to have the arm strai htened in line with
the “A Risers” / “A Lines”. As soon as the tension in the lines reduces (the
canopy at this sta e is strai ht above the pilot) apply a measured amount of
breakin . Glance at the canopy above you to verify that the entire win is fully
inflated. The final decision for a take-off can now be made with the P80 awaitin
to be accelerated by the pilot.
After a few positive steps, with the pilot leanin forward to accelerate the win ,
release the breaks in controlled manner and the win will lift off. After becomin
airborne apply breaks to reduce the win speed to fly at minimum sink. This is
the same break settin which allows the P80 to be most stable in turbulent air.
4.4 Turns and Spiral Dive
The P80 is a ile and responds to steerin input instantly and without hesitation.
Both flat turns with minimal loss in altitude as well as steep spiral dives with
rapid loss of hei ht can be initiated. A combination of wei ht shiftin and
applyin inside break works best in all situations of turnin , with the size of the
turnin circle bein controlled by the inside steerin input.
With stron , one sided breakin applied the P80 assumes a steeply bankin
attitude to allow steep hi h speed turns, which can be extended into a spiral

- 17 -
dive. A spiral dive can be initiated by the pilot throu h wei ht shiftin and
application of inside break. The bank an le is controlled by the amount of inside
break bein applied, either by increasin or decreasin the break tension.
Attention must be iven to the altitude loss to maintain a safe recovery hei ht.
Recovery is done slowly. The P80 has no tendencies for assumin stable spiral
dives. With hi h vertical (sink) velocities or with massive wei ht shift in the
direction of the turnin centre, a turn overrun can be entirely possible. For this
reason active flyin must be mastered to disen a e from a spiral dive. Should
under adverse conditions overrunnin of the spiral dive occurs the turn must be
actively terminated.
Danger: Abrupt application of breakin , i.e. too hard and deep (lon break
travel) could lead to ne ative spins. Durin the initiation of a steep turn the
outside break must not be applied and must be completely loose.
4.5 Thermaling and Soaring in Turbulent Condition: “Active Flying”
In eneral the P80 requires little breakin inputs applied to the outside win
durin turns. It is recommended durin thermalin to steer the partially slowed
win by the application of inside breakin and loosenin of the outside break by
an amount equal to half of the inside break travel (cross steerin ).
In turbulent air the P80 must always be flown with a sli ht amount of breakin .
This achieves a sli htly increased “An le of Attack” (AoA) and provides increased
win stability. The pilot can continuously monitor the break pressure and with
that the flyin condition of the win . This allows the pilot to immediately apply, if
required, more breakin inputs to minimise or prevent “tucks”. Break inputs
depend on stren th and duration of the turbulence and may involve more than
100% of the available break travel, where 100% break travel represents the
amount of breakin applied to initiate, under steady conditions, a “Full Stall”.
Durin entry into stron or broken thermals care must be taken that the win
does not la behind the pilot and enter a stalled condition. To prevent this from
occurrin the entry into a thermal is done with reduced break input and thus at
increased speed.
The opposite must be followed, i.e. the win must be slowed down throu h
breakin , when flyin into a downdraft or exitin a thermals. Increased flyin
speed (by activatin the speed system) is used to traverse downdraft areas or
counterin headwinds. This flyin technique is called “Active Flyin ”.

- 18 -
The P80 is inherently stable, however, active flyin in turbulent conditions as
described above adds substantially to the safety of the pilot and tuckin or
collapses of the canopy can mostly be prevented.
4.6 Landin
The P80 is easy to land. Durin the strai ht, into the wind, final lide the win is
flared usin increasin break pressure and the pilot strai htens up. At
approximately 1m hei ht the pilot applies full brakes (full break travel) and
assumes a sli htly forward leanin position until touch down. In stron headwind
the amount of breakin is reduced proportionally.
Landin while exitin a turn and rapid chan es in direction prior to landin
should be avoided to minimise the pendulum effect.
Danger: Allowin the canopy to overshoot the pilot after the landin must be
prevented, as the leadin ed e openin s of the still fully inflated win impact
with the round. This can result in dama ed cell walls due to the sudden
pressure increase (paper ba effect).
4.7 Towin
Durin towin with the P80 attention must be paid that the win prior to the
take-off is strai ht above the pilot. Durin the take-off phase hi h towin line
tension must be avoided to allow the pilot to assume a shallow climb an le. Line
tension in excess of 90kp with the P80 ML and the P80 L are not permitted. For
the P80 SM a maximum line tension of 70kp must not be exceeded. In any case
the maximum line tension must not exceed the body wei ht of the pilot.
In Germany towin with para lider is only permitted, if the pilot is endorsed
(licensed) for towin , the towin master (operator) has a license to tow
para lider and the winch and the towin hook has been certified for its use as a
towin device. In principal, local towin re ulation must be abided by and towin
should only be done with experienced teams and equipment.

- 19 -
5Rapid Descents at reater than 5 m/s Sink Speed
The P80 is capable to descend at more than 5 m/s usin “B Line” Stalls, Spiral
Dives and “Bi Ears” with or without usin the speed system to assist a rapid
descent.
5.1 “B Line” Stall
A “B Line” Stall is initiated by rippin the “B Lines” above the riser attachment
and pullin the lines downwards. With more than 20 cm of “B Line” travel the
P80 win easily transitions from a flyin condition into a “B Line” stall. The travel
of the “B Line” attachment points can be for the full len th of the “B Line” risers
(without applyin any tension to the “A Risers”). Sink velocities up to 8m/s can
be achieved by this method. To exit a “B Line” Stall both risers are quickly
released at the same. Durin exitin this manoeuvre the P80 re ains, without
hesitation and smoothly, a ain flyin speed and easily transitions to a normal
flyin condition. Should the win continue to be stalled the condition can be
corrected by active flyin , as described under “Deep Stall”, by forward pushin
of the “A Risers’’ to reduce the An le of Attack. We recommend that the pilot, in
preparation to exit a “Deep Stall”, positions his / her hands on the “A Risers”. A
“B Line” Stall must at all times be exited at sufficient altitude to allow the
recovery from a prolon ed “Deep Stall”.
Danger: Incorrect entry and exit procedures from a “B Line” Stalls can lead
to dan erous situations. The followin mistakes must be avoided at all costs:
• Too slowly initiated exit procedures
• Releasin of risers without upwards uidance of the risers
• Breakin immediately after or durin the exit from a “B Stall”
• Over extension of the “B Risers” with consequent shortenin of the “A
Risers”
• Inadvertent pullin of the “C Risers” in lieu of the “B Risers” could result in
extreme forward sur in of the canopy durin the exit from a “B Stall”
• Trainin fli hts which are used for the purpose to explore stallin
conditions should only be undertaken with a sufficient safety mar in in
altitude, with a reserve chute and if possible above water.

- 20 -
5.2 Spiral Dives
Refer to Section 4.4 Turns and Spiral Dive for information.
5.3 “Big Ears” and “Big Ears” with Speed System
Pull down, both sides at the same time, the external “A Risers” (lines leadin to
the win tips (A2), refer Section 4.1, pa e 7) of the P80 without releasin the
brake handles. Allow the risers to run throu h the palms of your hands usin the
hands as deflection devices (it is recommended that loves be used for this
manoeuvre).The P80 forms “Ears” with the sink speed increasin to up to 5m/s,
however, without increasin the forward speed.
The purpose of this manoeuvre is to be able to descend durin lift conditions,
e. . to allow the landin at the take-off point or to reduce the lide an le when
landin in a shortened landin area. Before landin the “A Risers” are released to
resume normal landin speed. Durin this manoeuvre the break handles, as is
the case for a “B Line” Stall, are held. In this way it is possible to use up to 2/3
of the available brake travel. Sink velocities in excess of 5m/s can be reached, if
the speed system is used at the same time. The win is a ain fully inflated by
raisin the win tips and if necessary any remainin tucks can be removed by
symmetrically pumpin of both brakes. Durin flyin with “Ears” directional
chan es can only be made with wei ht shiftin . This is especially successful if
the harness cross bracin is loose.