Asymmetric Or Frontal (Symmetric) Collapses; Harness Adjustment - SKY PARAGLIDERS EXOS Manuel Utilisateur

certain conditions and the deflation point can be sudden when flying at
high speed. Use of the speed system does reduce the angle of attack and
therefore there is an increased risk of a frontal (or asymmetric) collapse.
For this reason we do not advise use of the speed bar near to the ground
or in turbulent air.
8) asymmetric or Frontal (Symmetric)
Collapses
Despite tests showing that EXOS recovers spontaneously after collapses,
active piloting is recommended in the event of an asymmetric or frontal
collapse. Active piloting will reduce the loss of altitude and a change of
direction.
In the event of a frontal (symmetric) collapse:
 Before automatic reopening occurs, bring both brakes down swiftly
& symmetrically to speed up reopening of the leading edge, then
immediately bring your hands back up to normal flying position.
In the event of an asymmetric collapse:
 Keep the paraglider flying as straight as possible by leaning away from
the collapsed side and applying sufficient (just enough, not too much)
brake to maintain course.
 Speed up the reopening of the closed side by a single, positive input on
the collapsed side & repeat if necessary.
9) Full Stall
Certain pilot behaviour or weather conditions can cause a full stall. This is
a serious deviation from normal flight and can be difficult to manage. If a stall
occurs at less than 100 m above the ground, throw your reserve parachute.
Main Causes of a Full Stall:
 Poorly timed or excessive use of the brakes when the air speed of the
wing is reduced (e. g. when coming out of a spiral or speeding up after
a B-line stall).
Rain-induced deep or Full stall
 A soaked or heavily drenched leading edge (from rain or a cloud) can result
in a full stall or Deep stall due to uneven airflow over the leading edge as a
result of rain drops and an increase of weight to the wing. Reported cases
of this phenomenon are linked to high levels of porosity in the glider's fabric.
Whatever the cause, a stall can be either symmetrical or a symmetric (a spin).
In both cases the brake line travel becomes very short and even small
input may suddenly induce an airflow separation; in some cases even
a gust or a sudden thermal may change the angle of incidence enough to
cause the deep stall.
If you find yourself flying in unavoidable rain we strongly recommend that you
avoid any sudden movements or radical brakeline input, that you do not pull
Big Ears or B-stall, and that you steer clear of turbulence and avoid a deep
flare on landing.
In both cases the pilot has two possible courses of action:
 If the full stall happens above 100 m it is strongly recommended to initiate
standard stall recovery assuming the pilot is familiar with the process (i.e.
a complete execution of the full stall, stabilization of the wing and progressive
lifting of the hands to resume normal flight).
 If the full stall happens below 100 m or if the pilot is unfamiliar with stall
recovery the reserve parachute should be deployed immediately.
10) brake line failure
If a brake line or pulley breaks or jams, it is possible to fly EXOS using the
C riser control handle (rear risers). The movements should be finely
controlled as the deformation of the wing due to the traction on the
C risers is greater than that produced by using the brakes. Tip: Practice
this method of steering to be prepared before a real brake failure!
11) Comments on the Testing Procedures
All manoeuvres were carried out over water in a stable air mass with standard
temperature, humidity and pressure. They were carried out by professional
pilots trained to react to any problem in the most appropriate manner. Test
reports are available on the website: www.sky-cz.com.

12) harness adjustment

For test flights the pilots used ABS harnesses with the following set-up:
Distance from seat Distance between hanging
Size
board
EXOS S see the EN certificate see the EN certificate
EXOS M see the EN certificate see the EN certificate
EXOS L see the EN certificate see the EN certificate
EXOS XL see the EN certificate see the EN certificate
We recommend the use of a harness with adjustments as close as possible
to those used during the homolgation tests. Excessive cross-bracing
(chest strap very tight) increases the risk of risers twisting during certain
manoeuvres. A looser setting may result in a tendency to fall towards the
collapsed side. Lower hang-points reduce the roll-stability of your harness
and can slow reopening of asymmetric collapses. Higher hang points than
standard (+ 2–4 cm) have no influence on in-flight safety and can therefore
be tolerated.
points
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