Advance sigma 6 Manuel D'utilisation page 24

will assist the re-inflation of the canopy as will «pumping» the bra-
kes on the deflated side.
If there is an obstruction on the deflated side, shift your weight to the
inflated wing side and prevent the glider changing course with ade-
quate steering input. Inflate the glider by «pumping» the brake on
the deflated.
As a basic principle, it should be noted that steering inputs on the in-
flated side must be applied with a thoughtful amount of force to pre-
vent a stall. The side of the wing that remains inflated creates the lift
required to stabilise the glider.
Remember that the forces involved in collapses in accelerated mode
may prove to be more powerful on account of the higher speed. Con-
sequently the turning behaviour following an asymmetric collapse is
more dynamic and calls for swift steering responses on the part of
the pilot when counter-braking and re-inflating.
Incomplete wingovers may provoke a lateral curling of the wing tips
and a possible entanglement of the underside of the wing in a group
of lines. Even minor entanglements can quickly lead to large rota-
tions (turning of the wing) as a result of the heightened resistance.
Avoid a rapid increase in the turning speed by quickly steering in the
opposite direction. Open the entangled wing tip with the aid of the
stabilo line with the red marking. Keep to the above-described in-
structions in the event of asymmetric collapses and avoid overreac-
tion on the control lines on the inflated side.
46
Full Stall
The progressive application of both brakes reduces forward speed as
is evidenced by the reduction in the presence of wind noise. After mi-
nimum speed the glider goes into a momentary phase of parachutal
stall which, if the brakes are pulled further down, is followed by a full
stall with the glider falling behind the pilot. The SIGMA 6 does not
possess a stable parachutal (or deep) stall.
Fast descents
To quickly lose height the ADVANCE Test Team recommends, depen-
ding on the situation, a spiral dive or big ears. It is a good idea that
you practise these in smooth air.
Big ears
Take the outer suspension line of each A riser and pull them firmly
and simultaneously downwards. Be careful not to pull down on the
risers themselves. The wing tips will fold down and back. Use the
brakes to reopen.
Another point to note during Big Ears is that the trailing edge should
be crease free and thus unbraked. If too much brake is evident the
risk of a stall is heightened.
Don't rely on the this fast descent method if your glider is wet - more
information is found in the relevant section.
NB : do not attempt spiral dives with big ears as this manoeuvre re-
sults in extremly high loads and can unduly stress the glider.
Using speed system with Big ears
In order to quickly reduce height and fly away from danger we re-
commend the following :
place your feet on the speed system. Apply big ears. This will sym-
metrically collapse 1/3 of the leading edge and reduce the angle of
attack. Apply speed bar to the desired point and steer using weight
shift.
B line stall
We are of the opinion that given the glider development in recent ti-
mes, the B line stall is not applicable manoeuvre nor efficient. The
entire structure of the wing becomes extremely stressed and thus we
recommend it not be performed.
Aside from the heightened structural stress the manoeuvre can be
easily flown on the SIGMA 6. Be sure however to release the B lines
quickly when wishing to exit.
Spiral dive (360)
We advise no weight shifting and to adjust the harness chest strap
width at around 40-42 cm between the karabiners.
Initiate the spiral dive by progressive pulling on one control line. The
head and the angle of view should be oriented in the direction of the
turn. Both rotational speed and centrifugal force increase with a gro-
wing angle of bank.
data deutsch français
The response of the glider can be divided into two phases. At first,
after flat turns, the glider begins to turn in an ever-decreasing radius
with an increasing angle of bank. In the second phase, the glider
goes deeper into the spiral, that is to say the wing tilts on its nose
with additional acceleration. Try to retain a neutral sitting position,
that is to say surrender to the centrifugal force - your body will be
drawn outwards.
From the neutral sitting position, the manoeuvre is completed by
progressive release of the control line on the inside of the curve. With
spiral dives involving rapid descent and high rotational speed, a gra-
dual release is essential. In this way you can prevent an excessive
energy retention climb out followed by overshooting.
Ensure that you have adequate altitude in which to recover from the
spiral; as a general rule you need to allow as much time again as the
time you take to initiate the spiral!
Bear in mind that a sitting position with active weight transfer to the
inside of the curve leads to increased acceleration and stable further
turning. For successful recovery, counter-braking is necessary with
simultaneous weight transfer (push your body outwards). All glider
reactions known to us are based on experience gathered during nu-
merous test flights with ADVANCE harnesses (harness group GH /
without rigid cross-bracing). Effective cross-bracing could drastically
worsen the handling and does not contribute to greater safety.
english
47