6
B-Stall
The B-stall is initiated by symmetrical pulling down (about 20cm) of the B-risers. The introduction forces are relatively high, but
decrease with increasing amount of pulling. For maximum effect, it is recommended to grab the risers at the top of the screw
shackle.
The wing immediately loses its forward speed when the B risers are pulled down and enters a stable stall. The pilot shifts slightly
in front of the wing. The further the B-risers are pulled down, the larger the sink rates (up to 9m / s).
If you pull too far, the glider starts to rotate slowly around its vertical axis. In this case, the hands should be raised again until the
rotation stops. (A rotation can also be caused by asymmetric pull).
The B-stall is recovered again by quickly move the hands upwards.
The brake is held throughout the maneuver (without additional wrapping around the hand). During the rcovery, make sure that
the brake is fully released.
Deep spiral
The deep spiral is the most demanding fast descent and should only be learned at high altitudes, ideally as part of a safety
training course.
The initiation can be divided into two phases:
First, you fly a turn by applying one brake and by shifting your weight to the same side, the glider will bank up and increase its
turning speed. Then the g-forces increase rapidly and the leading edge will lean towards the ground. In a fully developed deep
spiral, the leading edge is almost parallel to the ground. The maximum sink rate with the TENOR can get up to 25m/s and more.
The first attempts to fly a deep spiral should be stopped clearly before reaching a fully developed deep spiral to get used to the
quick rotation and to practice the exit without pendulum swinging. The exit should be performed by simply releasing the inner
brake with a neutral weight-shift. The TENOR will then decrease its bank angle and go back to normal flight. To avoid a pendulum
movement, the inner brake has to be pulled in the moment the wing wants to reduce its bank rapidly.
The actual spiral movement begins with the leading edge nearly parallel to the horizon. At this moment the harness banks and
the pilot the is pushed to the outside of the rotation movement. The pilot should allow this movement to avoid a stable spiral
situation. (see below). Now the sink values can be varied by inner and outer brake.
If the pilot weight shifts to the outer side, the spiral movement will get slower as soon as the pilot releases the inner brake. The
rest of the exit works as explained above.
If the pilot shifts his weight significantly inwards, the TENOR can continue to spiral when releasing both brakes. In this case apply
both sides braking or braking of the outside of the curve and of course shift of the weight to the outside.
The sink values in the spiral can be between 10m/s and 20m/s. The load on the body is over 4g and can lead to unconsciousness
depending on the physical constitution of the pilot.
So it is important that you slowly approach this maneuver in order to master the diversion actively and confidently, and to know
the reaction of the body in this demanding situation of high g-forces.
Attention!
Active exiting a stable deep spiral requires an unusually large amount of body force due to the high g-load!
Attention!
Due to the high performance and dynamics of the wing you have to expect that the glider rises up some altitude after the release
of the deep spiral and hits his own vortex turbulence!
Collapse
Asymmetric collapse
When entering strong turbulence, one side of the paraglider may collapse. Specifically, this happens when on this side of the wing
is losing lift by decreased or negative angle of attack. As a result the lines are getting unloaded and the wing is collapsing.
Such a collapse can only affect a small part of the span and the TENOR will show no significant reaction. For larger collapses with
more than 50% of the span affected, the glider shows a more dynamic reaction:
Due to the increased drag of the folded wing, the TENOR will start to turn to the side of the collapse. At the same time, the glider
pitches forward as a result of the smaller loaded wing surface and therefore higher wing load and needed airspeed.
