U-Turn BLACKLIGHT 2 User manual

Manual
English Rev. 1.2 Effective: March 2018
Please read this manual
before you fly your U-Turn BLACKLIGHT 2
for the first time.

REACH
YOUR GOALS
FASTER
#bLACkLiGHT2

Congratulations, you have chosen the cross country wing BLACKLIHGT 2. We thank you for your
confidence in U-Turn and see this as confirmation to continue to pursue and further develop
our uncompromising quality standards.
We wish you many enjoyable flights and great moments in the air.
Communication is important to us as we are constantly striving to optimise our products in the
sense of “pilots for pilots”. Your experiences are held as a high priority at U-Turn, and we are
happy about active contributions in he form of suggestions and criticism. We are happy to help
you with any unanswered questions. To ensure optimal service and communication register
your BLACKLIGHT 2 here:
This operating manual is an important part of the aircraft. There is an OBLIGATION
towards this aircraft and its user manual to inform yourself about its specific
features prior to its first use. The manual should help you to make the operation
of the U-Turn BLACKLIGHT 2 as safe and easy as possible.
We did everything,
so you can reach
your goasl faster.
www.u-turn.de/product-registration register noW

contents
WELCOME TO THE WORLD OF UTURN. 6
BLACKLIGHT 2  INNOVATION, THAT WILL TAKE YOU FURTHER 7
BLACKLIGHT 2 8
- Usage 8
- Motorised Paragliding 8
- Winching 9
- Base- and brakeline adjustment 9
- Safety precautions 10
EQUIPMENT DESCRIPTION 11
- Short description 11
- Risers 12
- Speed system 13
- Technical Data U-Turn BLACKLIGHT 2 14
PILOT PROFILE 15
- Prerequisites 15
- Environmental Aspects 15
THE FLIGHT 16
- Flight practice 16
- The Launch 16
- Turning 17
- Active Flying 17
- Landing 17
RAPID DECENT 18
- „Big Ears“ 18
- B-Stall 18
ADVANCED HANDLING 19
- Spiral Dive 19
- Wingover 19
- Full Frontal 19
- Collapses 20
- How to avoid collapses 20
- Deep Stall 21
- Fullstall 21
- Negative Turn 22
- Emergency Piloting 22

MAINTENANCE AND CARE 23
- Maintenance 23
- Packing 23
- Cleaning 23
- Check 24
- Storage and Transport 24
- Repairs 24
- Recycle 24
FLIGHT ACCESSORIES 25
LINECODEINFO BLACKLIGHT 2 26
ASSUMPTION OF RISK 3
EXEMPTION FROM LIABILITY, 33
WAIVER OF CLAIMS 33
REQUIREMENTS FOR LTF/EN CERTIFICATION 34
INSTRUCTION LEAFLET FOR REPAIRS AND 2YEARLYCHECK 35
LINE ORDER FORM 36
PRODUCT REGISTRATION 37
MAINTENANCE MANUAL 38
TOPIC OF INSPECTION AND REINSPECTION INTERVALS 39
- Who may inspect/test? 39
- Individual personal prerequisites for the inspections 39
- Necessary equipment and documentation 40
DURING INSPECTION THE FOLLOWING STEPS NEED TO BE TAKEN: 40
- Positive identification of the device 40
- Inspection of the top- and bottom sail and reserve parachute 40
- Holes and Tears 40
- Abrasion and Deformities 41
- Testing of the ribs 41
- Check of the tear resistance 41
- Porosity check of the canopy 41
- Connecting parts 42
- Lines 42
- Check of the line length and line attachments 42
- Visual check of trim and adjustment 43
- Description of materials and technical data 43
- Miscellaneous 43
- Completed check - very important! 44

the exciteMent shares your ride-
WelcoMe to the World
of u-turn.
FLYING IS A PRIVILEGE.
It creates moments of presence and of bliss. U-Turn is committed to the excitement of
flying and is living this not just every day itself but also wants to make it accessible to as many
people as possible. U-Turn develops innovative products for the sport of paragliding and is
offering a full-service product range.
OUR STATEMENT »SAFE FUN« IS AN
ACKNOWLEDGEMENT FOR SAFETY.
U-Turn is pursuing the absolute upper limit of passive safety, because the products should
bring delight and joy. Part of that is also that the products support the pilot even when the con-
ditions get more difficult. Because the fun factor considerably rises once the risk factor sinks.
For us not only the doable counts, but the maximum of safety. Products with high technological
aspirations, innovation and design with a quality, that shows durability over time.
U-TURN HAS A CLEAR GOAL
»MAKE THE BEST EVEN BETTER«
We are working tirelessly on improvements and progress and push ourselves to get bet-
ter every day. To develop more ideas for more safety and constantly think things over and find
intelligent solutions. Thereby we are proud of our work, appreciate uncompromising quality and
love our sport. The products are produced wuth the utmost care, because they should generate
long-ranging quality.
THE CENTER OF OUR ACTING IS THE INDIVIDUAL.
Acting responsibly towards our staff and nature is a given, just as iit is to do so towards
every single pilot. U-Turn is maintaining an authentic and transparent style. Slim structures
enable dynamic operating.
Thank you for your confidence.
Have lots of great moments
Fly safe & have fun
u-turn Paragliders
Become a part of the U-Turn community:

MANUAL | U-TURN | BLACKLIGHT 2 6 | 7
BlacKlight 2
innovation, that Will taKe you further
Revolutionary performance capability with straightforward handling - the BLACKLIGHT 2
Considerably raised the bar in the B-class. The demands to the new generation were accord-
ingly merciless. The BLACKLIGHT 2 packs a new performance dimension on top of that. The
wing was newly designed from scratch and comes up with a clearly higher speed and an
enormous glide ratio of 10.7. The BLACKLIGHT 2 conveys an appreciable compact feeling and
efficiently brings the power to XC adventures. The fascinating sportive handling is what makes
the glider a precise thermal turner. Besides the impressing performance the wing also offers
safety and comfort that will take you even further.
The revolutionary high-end B XC wing BLACKLIGHT 2 emphasizes the innovative energy of
U-Turn. The wing was completely newly constructed and carries the tradition of high perfor-
mance capability with easy handling into the future. The work in development to re-interpret
the top seller took over two years. Of course, all parameters were meant to be improved upon
clearly. That admittedly posed a quite ambitioned challenge, that was more than achieved with
the BLACKLIGHT 2. The new overall concept not only brings a clear increase on power but also
the handling and safety were refined and optimized. Additionally, remarkable weight saving was
realized through intelligent construction innovations.
The kilometer-eater reacts precisely and absolutely free of delay to the smallest control pules
and translates thermal lift into height very reliably. The sleek wing also stands compactly in
turbulent air and nevertheless conveys a precise feedback. Above all the sharknose provides a
high stability and an extended inflow area, which especially provides more comfort and power
on longer XC flights. However, the reactions of the canopy are moderate and soft. The high-
performance potential gives the wing excellent starting features and ensure a low take off
speed as well as very good slow flight features.
The BLACKLIGHT 2 is based on a new ground plan and paired with an elaborately calculated
wing profile, which provides much power with high stall tolerance. Chief designer Ernst Strobl
equipped the BLACKLIGHT 2 with a sharknose, that provides higher stability during higher
speeds. The 3D shaping gives the wing a wrinkle-free tension and increases, in combination
with the Precision Profile Nose (PPN), the form fidelity in the nose area. Complex calculations
of the ballooning in conjunction with the optimized pre-tensioning of the wing provide the
perfect flow around the profile.
The High Pressure Crossport Design (HPCD) idealizes the lateral aeration of the crossports and
provides the wing with a balanced internal pressure. The line setup is very straightforward with
three main lines.
Low canopy weight with high durability - the intelligent material mix and high-quality process-
ing of the BLACKLIGHT 2 promise that. The power wing is exclusively manufactured with the
top material Dokdo 20. The high-quality fabric guarantees low self-weight at high abrasion
resistance. Therefore, the outstanding flying features can be sustained over a long time.

Usage
The BLACKLIGHT 2 is a revolutionary high-end B perfomance wing for ambitioned XC pilots.
It offers a fascinating sportive handling with impressive performance and high comfort. The
BLACKLIGHT 2 was build exclusively for one-seated usage and is a light aircraft with a mass of
less than 120 gks in the class of paragliders. The BLACKLIGHT 2 is sample inspected and certi-
fied after LTF/EN B.
SAMPLING INSPECTION:
Test Guideline: LTF 91/09 & EN 926-1:2016, 926-2:2013
Test Centre: EAPR GmbH, Marktstr. 11, D-87730 Bad Grönenbach
Motorised Paragliding
The BLACKLIGHT 2 is ideally equipped for the motorised flight because of its outstanding rise
features, its uncomplicated handling and the high trimmed speed. Please note that NO ACRO
MANEUVERS are allowed in the motorised flight.
The extremely high area loading through the additional weight of the motor brings even the U-
Turn BLACKLIGHT 2 to its load limits. Currently no U-Turn BLACKLIGHT is certified for motor-
ised usage, the allowed weight ranges must not be exceeded!
BlacKlight 2

MANUAL | U-TURN | BLACKLIGHT 2 8 | 9
Winching
Because of its excellent start characteristics and its high trimmed speed, the U-Turn BLACK-
LIGHT 2 offers the best conditions for winching operations. Take the following points into ac-
count:
– Do not use a tow line tension over 100 kp with the U-Turn BLACKLIGHT 2.
– If you are not operating at your usual winch, get acquainted with the local procedures. Every
visitor on unfamiliar flying grounds needs to get a good briefing by a local pilot.
– Never winch the U-Turn BLACKLIGHT 2 with loads outside the permitted weight range.
– All involved persons, machines and accessories need to have the appropriate licenses, ap-
provals or certification for winching. That applies to pilots, hoist operator, towing attachment
& attachment points as well as all further machines and accessories for which a certificate
of competence is required.
Base- and Brakeline adjustment
The factory brake-line setting corresponds to 0-free travel plus 5 cm. The trailing edge needs to
be free and without any pull when the brake lines are completely free and you are in maximum
accelerated flight.
If the brake lines need to be adjusted, attention must be paid that enough free run is possible.
In no case the brakes may be adjusted too short, otherwise the glider may fly with a little, but
continuous applied brake pressure. This could be extremely dangerous during takeoff , flight
and landing!
When fixing the brake handles, always be aware that both sides are adjusted symmetrically and
that a permanent knot is used. The bowline works particularly well because of the fact that it
weakens the line the least but provides excellent slip resistance.
Bowline ① ② ③
Factory
default setting

Safety precautions
– Before the first flight the canopy, lines, all connections and sewing, mallions, brake line and
brake line knots as well as ev. twisted lines need to be checked by trained and authorized
personnel and confirmed in the signboard of the glider.
– Make your maiden flight in a familiar flying site and calm conditions.
– Test your U-Turn BLACKLIGHT 2 only over water.
– In a „dynamic flight“ not only you are exposed to Hike loads but also the glider.
Do not underestimate this condition!
– Only fly your U-Turn BLACKLIGHT 2 with at least one reserve parachute!
– Observe and abide to the local aviation laws which rule in the respective country in question.
– Successful completion of appropriate training/schooling, having the needed knowledge
as well as the actual flight experience are a prerequisite to operate
your U-Turn BLACKLIGHT 2.
– The use of suitable, certified and in the respective country approved accessories (helmet, har-
ness, reserve) is a requirement for the use of the U-Turn BLACKLIGHT 2.
– Before every take off execute a thorough inspection of your equipment (top sail, bottom sail,
ribs, especially the lines, carabiners, buckles, cloth speed system etc.) A flight with a tear in
a glider or lines can be life threatening.
– Always make sure that your flying gear is in good condition and all checks are done.
– Be aware that you as a pilot have to be in a physical and mental state to control each flight
unimpaired. You have to concentrate completely on flying, in order to avoid potential dis-
tressing flight conditions. Most accidents are caused by pilot error.
– Never fly in close proximity to high voltage power lines, airports or motorways, over people
or with lightning! You cold endanger your life and the physical well being of yourself as well
as third parties and at the same time act reckless and negligent. At no circumstance should
the minimum distance fall below 50 m at any given time. At airports this minimum distance
to maintain is 5 km.
– Inform yourself on the weather forecast and/or the predominating local weather conditions.
Use the U-Turn BLACKLIGHT 2 only in wind strengths, in which you are able to control the
wing to 100%. Do not use the U-Turn BLACKLIGHT 2, in wind with a great gust factor. Never
use the glider with approaching thunderstorms or if probability of those of the development
of thunderstorms is high. If a thunderstorm is approaching land immediately!
– The flying of aerobatics is generally forbidden and is dangerous. Unforeseen flight orienta-
tions can occur, which can spill out of control, arising the danger of overload on pilot and
equipment.
ATTENTION: Ignoring one or several safety precautions can lead to a
leisurely fun flight turning into a fatal event!

MANUAL | U-TURN | BLACKLIGHT 2 10 | 11
equiPMent descriPtion
Short description
① oBersegel / toP
② v-taPe
③ ProfilriPPen / Profil riPs
④ galerieleine / galeryline
⑤ untersegel / BottoM
⑥ gaBelleine / gaBelline
⑦ staBiloleine / staBiloline
⑧ staMMleine / Mainline
⑨ tragegurte / riser
①
②
③
④
⑤
⑥
⑧
⑨
⑦

505
14
130 65
55240 15
A1 A 2 B C
Risers
The A- and B-risers have different colors to ensure positive identification at take off and during
a B-stall decent. Other adjustable, removable or variable mechanisms are nonexistent.
Number of risers: 3+1
The risers of the U-Turn BLACKLIGHT 2 are made out of 10mm Dyneema tube webbing.
① tWo stage accellerator
The accelarator travel and reduction is split
up into 2 stages by a hollow ball its position is
fixed by a knot on the rope the first stage has
a reduction by factor 3 (the second stage by 2)
as the ball reaches the pulley it is blocking it
so that the reduction factor is in the second
stage 2. the second stage has so an increased
the sensitivity and gives so more wing feed-
back to the pilot. the pulley to pulley travel of
the accelerator is 140 mm.
①

MANUAL | U-TURN | BLACKLIGHT 2 12 | 13
Speed System
The U-Turn BLACKLIGHT 2 is equipped with a very effective foot actuated speed system. It
increases the speed when applied up to approx. 15 km/h depending on the wing size and pilot
weight resp. surface loading. Through the level steered speed system the profile form is main-
tained therefore the outstanding flight features are kept even in high speed.
All extreme flight attitudes (e.g. collapses) happen at accelerated speed more dynamically.
Therefore only activate the speed system to such a degree
where you feel comfortable below your wing at any time.
The speed system needs to be adjusted before the first flight. Therefore the connection lines of
the foot extensor are being connected through the Brummel hooks with the speed system on
the riser. To be able to undertake the right adjustment the harness should be hung up so you
can sit in flying position. The attached risers are best held up by someone else. It should be
adjusted in a way so that the pulleys are on top of each other and you have your legs stretched
out. And you are also responsible to watch out that the speed system is adjusted symmetrically
and not too short so the glider is not pre-accelerated in the flight.
The two-stage speed system also enables an exact fine adjusting at your harness (foot accel-
erator). By moving the knot that fixes the ball the accelerator distance and pressure can be
individually adjusted.
- If the knot is moved down towards the harness suspension, the second stage is reached
sooner thereby the accelerator way is shortened.
- If the knot is moved up towards the line shackles, the second stage is reached later and the
accelerator way is getting longer.
ATTENTION: Take care that the accelerator is not adjusted too short so the
glider is not pre-accelerated before the flight.

technical data u-turn BlacKlight 2
XS S M L
Start weight
Startgewicht 55-80 65-90 80-105 95-120
Flat area
Fläche ausgelegt 22,6m² 24,8m² 27,2m² 29,2m²
Projected area
Fläche projiziert 19,641m² 21,553m² 23,639m² 25,377m²
Flat wingspan
Spannweite ausgelegt 11,26m 11,795m 12,353m 12,799m
Projected wingspan
Spannweite projiziert 9,127m 9,561m 10,013m 10,374m
Flat AR
Streckung ausgelegt 5,61 5,61 5,61 5,61
Projected AR
Streckung projiziert 4,241 4,241 4,241 4,241
Chord: center / wingtip
Flügeltiefe: Mitte / Stabilo 2,445 / 0,547 m 2,561 / 0,572 m 2,682 / 0,601 m 2,779 / 0,627 m
V-trim
V-Trimm 39 (+/-1) km/h 39 (+/-1) km/h 39 (+/-1) km/h 39 (+/-1) km/h
V-max
V-Max. 54 (+/-2) km/h 54 (+/-2) km/h 54 (+/-2) km/h 54 (+/-2) km/h
Bridle height
Abstand Tragegurt-Kappe 6,869m 7,195m 7,535m 7,807m
Nr. of cells
Zellenanzahl 59 59 59 59
Glider weight
Gewicht 4,3 kg 4,7 kg 5,3 kg 5,7 kg
Bridle length
Gesamt Leinenlänge 230,219m 238,925m 274,066m 306,446m
Line diameter
Leinenduchmesser
0,55 / 0,65 / 0,7 / 1,1
1,2 / 1,3 / 1,45 / 1,6 mm
0,55 / 0,65 / 0,7 / 1,1
1,2 / 1,3 / 1,45 / 1,6 mm
0,55 / 0,65 / 0,7 / 1,1
1,2 / 1,3 / 1,45 / 1,6 mm
0,55 / 0,65 / 0,7 / 1,1
1,2 / 1,3 / 1,45 / 1,6 mm
Speed system / trimmer
Fuß Beschleuniger / Trimmer
Yes / No
Ja / Nein
Yes / No
Ja / Nein
Yes / No
Ja / Nein
Yes / No
Ja / Nein
Certification
Zulassung
EN-B / LTF-B EN-B / LTF-B EN-B / LTF-B EN-B / LTF-B
Certified standards and procedures
Angewandte Testverfahren
LTF 91/09 & EN 926-
1:2006, 926-2:2013
LTF 91/09 & EN 926-
1:2006, 926-2:2013
LTF 91/09 & EN 926-
1:2006, 926-2:2013
LTF 91/09 & EN 926-
1:2006, 926-2:2013
Folding lines used for certification
Faltleinen für Testflüge benutzt
No
Nein
No
Nein
No
Nein
No
Nein
Certification No.
Zulassungsnummer EAPR-GS-0537/16 EAPR-GS-0536/16 EAPR-GS-0535/16 EAPR-GS-0534 /16
Errors and omissions expected. Subject to change without notice. Reproduction in whole or in part without written permission of U-Turn GmbH is prohi-
bited.
Irrtümer, Druckfehler und Änderungen bleiben vorbehalten. Nachdruck auch auszugsweise, nur mit schriftlicher Genehmigung der U-Turn GmbH.
BLACKLIGHT 2
Errors and omissions expected. Subject to change without notice. Reproduction in whole or in part without written permission of U-Turn GmbH is prohibited.
Irrtümer, Druckfehler und Änderungen bleiben vorbehalten. Nachdruck auch auszugsweise, nur mit schriftlicher Genehmigung der U-Turn GmbH.

MANUAL | U-TURN | BLACKLIGHT 2 14 | 15
Pilot Profile
Requirements
The BLACKLIGHT 2 is aimed at ambitioned XC pilots who are looking for a highly developed
performance wing with sportive handling. The experienced pilot is able to recognize disturbanc-
es at the first onset and can fully make use of the high performance potential by active flying.
The BLACKLIGHT 2 is based on the newest development knowledge and thereby stands at the
maximum of the safety standards in its class.
Nevertheless we would like you to always conduct the flying sport with the needed caution
and respect. That includes profound preparations for the flight as well as getting acquainted
with the given meteorological conditions and correct assessment of the weather. Act defensive
because the fun factor rises when the risk factor sinks.
Nature and environment-friendly behaviour
We ask you to perform our sport in a manner, that impacts nature and environment with mini-
mum intensity. Please do not walk off marked paths, don`t leave any waste, don’t make noise
uselessly and respect the sensitive biological equilibrium in the mountains. Especially at take-
off areas maximum care for nature is necessary.

Flying experience
This manual is only focusing on the points of the technique of flying that are important for the
U-Turn BLACKLIGHT 2. It cannot and should not replace a profound flight training in an ap-
proved flying school! Without flight training and according experience paragliding is life-endan-
gering!
Take off
After the paraglider is unpacked and laid out oin the shape of a horseshoe, the following points
are to be considered:
- The paraglider should be laid out in such way that when pulling up by the A-risers, the
center lines are evenly and earlier tensioned than those towards the wing tips. This ensures
an easy and symmetrical inflation at the launch.
- Take the wind direction in consideration when laying out the glider, so that when it is pulled
up into the wind, both sides of the glider can rise symmetrically.
- Ensure the risers are without twists and the brake line runs freely through the pulleys to the
trailing edge of the glider.
- No lines should pass underneath the sail. A line-over at take-off can have fatal
consequences.
- Of course the 5-point check shouldn’t be forgotten either.
In the 5-point check the following is checked:
1. Strapped (helmet, harness and carabiners are closed)
2. Suspended (risers aren’t twisted when hung into the carabiner, speed system is mounted
correctly, carabiners are closed)
3. Lines (A-lines on top, all lines are sorted, brake line runs freely through the pulleys)
4. Canopy (canopy lies in the shape of a horseshoe with opened leading edge at the launch)
5. Wind and airspace (wind appropriate for launch, airspace is empty)
The center of the U-Turn BLACKLIGHT 2 is marked by the U-Turn logo on the leading edge. It’s
sufficient to hold only the main A-risers. Since the U-Turn BLACKLIGHT 2 has little to no ten-
dency to overshoot, it requires only minimal brake input during the launch. If needed, direction-
al corrections with the brakes should be undertaken only if the wind is already overhead, since
too much brake input could drop the glider back. The remaining risers should not be grabbed
during take off. With an even pull, but overall light input only, the glider is to be inflated. Unlike
other gliders, it is not necessary to inflate the U-Turn BLACKLIGHT 2 with aggressive pulling or
even fast running. That is also true when there is little to zero wind. Measured pulling up is the
simplest and safest way to launch the U-Turn BLACKLIGHT 2. Once the pilot made sure that the
glider is overhead and fully inflated, the final decision is made weather to take off. After some
dynamic steps the pilot takes off.
the flight

MANUAL | U-TURN | BLACKLIGHT 2 16 | 17
Turning
The U-Turn BLACKLIGHT 2 has a high agility and reacts to steering inputs directly and instantly.
You can fly flat turns with little altitude loss by shifting your body weight. A combined steering
technique of appropriate pull on the inner brake line and shift of body weight is the best way for
a coordinated turn. The turn radius depends on the amount of pull on the brake line. At about
75 % of brake line travel, the U-Turn BLACKLIGHT 2 increases bank significantly and performs
a fast sleep turn that can be continued to a diving spiral.
ATTENTION: A rapid pull on the brake line may cause a negative spin!
Active Flying
The U-Turn BLACKLIGHT 2 should be flown with light braking on both sides when there is tur-
bulent air. An increase in angle of attack provides better stability. When entering heavy thermals
or strong turbulences be careful that the canopy does not get behind you. To avoid that, release
the brakes a bit to get an increase in speed when entering the updraft. If the canopy gets in
front of you when leaving an updraft or entering a downdraft, the brakes have to be applied to
counter that. Accelerated flight however is advisable when flying through downdraft zones. The
U-Turn BLACKLIGHT 2 is naturally very stable due to it’s unique way of construction. Active
flying in turbulent air (as described above) significantly increases the safety. Collapsing and
deforming of the canopy can be avoided through active flying.
Landing
Start your landing preparation at sufficient altitude. Due to its excellent flaring characteristics
the U-Turn BLACKLIGHT 2 is very easy to land, when the brake is applied in the right moment.
After a straight final approach against the wind let the glider slide and get up in the harness
early enough. According to the wind, the brakes have to be pulled firmly and dynamically, about
one meter above the ground, beyond the stalling point OR - if there is a strong headwind - be
careful with the amount of braking. Don’t perform landings out of steep turns and big direc-
tional changes short prior to the landing to avoid PLF.
ATTENTION: During a strong wing take off attempt, ground handling and
landing the leading edge can hit the ground with high speed. This is to be
avoided because otherwise the ribs, the sewing or the fabric can be dam-
aged!

In any situation where you have to get down ASAP for different reasons e.g. thunderstorms,
extreme updraft or other danger there are a couple of techniques to do so that are described in
this following chapter.
ATTENTION: The described manoeuvres stress your paraglider more than
normal and should only be performed for practice or in a real emergency
situation!
„Big Ears“
Both designated outer A2-risers (grab at or above the quick links) are being pulled down
simultaneously for 15-20 cm to fold in the wing tips. The brake toggles are to be held in hand
together with the pulled down A-lines. For additional stability and for an increased sink rate
the speedsystem should be actuated. The glider remains fully steerable by weight shifting
and descents at an elevated sink rate (4-7 m/sec, depending on how many cells are folded in)
straight forward. Once the A-risers are released, the folded wingtips reinflate automatically, if
not you may pump the brakes gently. Due to the high wingload “big earing” is a very stable flight
condition even in turbulent conditions. Please be aware that you reduce the trimspeed during
“big ears”, but this can be compensated by applying the speedbar. “Big ears” in combination
with weight shifting in order to get the spiral dive, will achieve the highest sink rate. This decent
method is often taught in SIV training. Be mindful that this exposes the glider to extreme loads,
should one need to use this manoeuvre we recommend an equipment inspection afterwards.
B-Stall
Another very efficient method is the B-stall. The B-stall is generally known as the easiest de-
cent method. But caution, if done wrong, it is anything but harmless!
The B-stall allows a sink rate of 6 to over 9 m/sec. Check the airspace under and above you
prior to initiating a B-stall. Also pay attention to sufficient height. To initiate you hold the two B-
risers above the quick links. Whith the brakes in hand at all times, pull down the B-risers pro-
gressively and symmetrically down to the shoulder to about chest level. Hold this position. Your
sail will stop, the wing will become partially empty and stabilize itself overhead. During this the
wing will fall back a little, which must not tempt you to release the B-lines again. The glider
would then shoot forward and oscillate vigorously. Only when the glider has stabilized overhead
it is ok to exit the B-line stall. Therefore bring the B-risers swiftly and symmetrically back into
their original position. We recommend not to simply let the risers snap shut as this puts an
enormous load on fabric, sewings and lines. In the paragraph titled “advanced handling” you
can read what to do if unexpectedly caught in a stall.
raPid decent

MANUAL | U-TURN | BLACKLIGHT 2 18 | 19
Even though the U-Turn BLACKLIGHT 2 has a very high aerodynamic stability it is possible
that the glider gets into an extreme flight situation due to pilot errors or turbulent air. The best
method to stay calm and react correctly is to take part in a flight safety course. The pilot will
learn to manage extreme flight situation under professional supervision. Extreme flight ma-
noeuvres may only be executed in calm air and in sufficient height under professional supervi-
sion (e.g. safety training). Once again we mention that a rescue system is required by the law.
The following extreme flight figures and flight manoeuvres can either be caused intentionally,
through turbulences or through pilot errors. Every pilot can get into these flight situations!
All mentioned extreme flight figures and manoeuvres are dangerous if performed without the
appropriate knowledge, enough altitude or necessary introduction. A wrong execution of these
described figures and manoeuvres may have fatal consequences!
Spiral Dive
Like a normal turn, initiating the spiral dive is very easy with the U-Turn BLACKLIGHT 2. The
spiral dive leads to very good sink rates (up to 15-20 m/sec). To safely use the spiral dive when
necessary it should be practised in calm conditions. You move down vertically within the air-
mass. Do not underestimate the G-forces that act upon the pilot when diving down in an effi-
cient spiral.
The glider has a strong nose-dive when the bank increases during the spiral dive. The behav-
iour is very dynamic and should be piloted through lessening the brake-line-pull on the inside
of the turn resp. accordingly with the outside brake and should only be practised under profes-
sional supervision.
ATTENTION: If the initiation is too fast there is a danger of a spin, in this
case release the brakes and try a smoother initiation.
Wingover
The pilot has to perform right and left turns with increasing bank until the desired angle is
reached. Collapsing wingtips are prevented by gently applying brake pressure in the up- and/
or down-swing of the wingover. Normally there is no danger of collapsing wing tips with the
U-Turn BLACKLIGHT 2 except for when there is a very high bank. With shifting the body weight
while applying the brake it is possible to fly the highest possible wingovers.
Full Frontal
A negative AoA caused by turbulences of the simultaneous pull-down of the A-risers by the
pilot, results in a frontal collapse of the leading edge. The U-Turn BLACKLIGHT 2 comes out of
a frontstall by itself very quickly. Smooth and symmetric applying of the brake positively influ-
ences the re-opening of the canopy.
advanced handling

Collapses
Even with its high stability and very well responses in turbulences, strong turbulences can
cause the canopy of the U-Turn BLACKLIGHT 2 to collapse. Usually that situation is not danger-
ous and clears itself automatically without any further input. To support the recovery, firmly ap-
ply the brakes on the affected side and simultaneously steer opposite on the open side. When a
large part of the canopy collapses the counter steering is to be exercised in moderation in order
not to completely interrupt the airflow to the positive side of the wing and spin the glider.
How to avoid collapses
Tips and tricks by U-Turn chief designer, test and competition pilot Ernst Strobl
Single side collapses, especially close to the ground, are the number one reason for accidents
with paragliders. How to avoid them or how to handle the situation when it already happened,
some tips and tricks from U-Turn test- and competition pilot Ernst Strobl:
The best way to avoid collapses up front is the right choice of the paraglider. A lot of pilots fly
a glider that is a little too hot to handle for them. So why don`t you get a glider with a lower
rating but in the end fly better and higher in the updrafts and have a lot more fun and by the
way be safer, too. To optimise the feeling for your glider on the ground, try the following:
Practice on the ground with the right wind at a suitable location. Slowly pull up the canopy
and try to hold it up as long as possible without looking at it. That is a good way to
improve the feeling for your glider and is a prerequisite for „active flying“ (the key to avoid
collapses). Very important is also a close look at the terrain. Watch for obstacles that could
cause turbulences (buildings, trees, ...). On certain days, for example a freshly mowed meadow
as landing field, could cause a lot of thermal activity. Fly very alert on a thermal active
day. Watch your canopy, collapses most of the time, announce themselves. Light braking in
turbulences mostly avoids a collapse. You should have already practised that on the ground.
Should a collapse occur close to the ground don`t always try to prevent a turn away. There is
a danger when the braking on the open side is to strong, to lose the airflow on this side and
stall the glider. Rather use the turn away motion to try to open the collapsed side.
Apply smooth braking on the open side, depending on the size of the collapse, and maybe a
little pumping action. Some canopies open a lot better when the brakes are fully applied once
on the according side, but that depends on the brake lines adjustment and your arm length.
Wrapped lines are cleared by braking the opposite side at enough altitude and pumping the
affected side a couple of times. Watch out for a possible stall. If that does no clear the situation,
try to pull down the outer lines as much as possible. If you are too low for that, stabilize
the canopy on the opposite side avoid turning away, and leave the lines like they are. Instead
of any - risky manoeuvres rather concentrate on the landing. In the end one more advice in
order to have all kinds of situations under control.
Visit a safety-training above water. There is no better way to practice the right behaviour than
simulating a dangerous situation. Don`t get caught off guard by your first collapse. In addition,
during safety-training you can familiarize yourself with the particulars of your equipment and
you gain confidence in your gliders as well as your own abilities.
Thus far the expert advise concerning collapses by Ernst Strobl.