BGD Tala Manuel D'utilisation page 11

Recovery from deep stall is quite simple.
The normal method is to simply initiate a mild turn. As the canopy starts to turn it will automatically change to
normal flight, but it is very important not to turn too fast as this could induce a spin.
The second method to exit from deep stall is to pull gently on the A risers. This helps the airflow to re-attach to
the leading edge, but care should be taken not to pull down too hard as this will induce a front collapse.
If the deep stall is particularly stubborn and the previous methods do not work then a full stall will solve the
problem. To do this apply both brakes again fairly quickly, as if to do a strong stall, then immediately release both
brakes and damp out the surge forward in the normal way. The canopy will collapse behind you then
automatically reinflate and surge forward in front of the pilot before returning to normal flight. It is the surge
forward that exits the canopy from deep stall.
Spin
This maneuver is dangerous and should not be practiced in the course of normal flying.
Spins occur when the pilot tries to turn too fast. In a spin the pilot, lines and canopy basically stay vertical and
rotate around a vertical axis.
The TALA will resist spinning, but if a spin is inadvertently induced the pilot should release the brake pressure
but always be ready to damp out any dive as the glider exits the spin. If the pilot does not damp the dive on
exiting the spin the glider may have an asymmetric deflation.
Symmetric Front deflation
It is possible that turbulence can cause the front of the wing to symmetrically collapse, though active piloting by
the pilot can largely stop this maneuver occurring accidentally. The same effect can be reproduced by the pilot
taking hold of both the A risers and pulling down sharply on them. In such a situation the TALA will automatically
recover on its own in around 3 seconds, during this recovery period it is not advisable to apply the brakes as this
could stall the wing.
Asymmetric Front Deflation
The TALA is very resistant to deflations; however if the canopy collapses on one side due to turbulence, then first
of all control the direction of flight by countering on the opposite brake. Most normal collapses will immediately
reinflate on their own and you will hardly have time to react before the wing reinflates automatically. Also
controlling the direction will tend to reinflate the wing. However with some more persistent collapses it may be
necessary to actually pump the brake on the collapsed wing. The pumps on the brake should be long, strong,
smooth and firm. Normally one or two pumps of around 80 cm will be sufficient. Each pump should be applied in
about one second and smoothly released. In severe cases it can be more effective to pump both brakes together
to get the canopy to reinflate. Be careful not to stall the wing completely if this technique is used.
Releasing a trapped tip
On the TALA it should be very difficult to trap the tip that it will not come out quickly. However in extreme
conditions all canopies can become tied up in their own lines following a very severe deflation. If this occurs then
first of all use the standard method of recovery from a tip deflation as described in 'Asymmetric Front Deflation'
above. If the canopy will still not recover then pull the rear risers to help the canopy to reinflate or even the B
risers. Strong brake application will also help to release a trapped tip. A full stall can also release a trapped tip
but should only be tried as a last resort if a part of the wing becomes really knotted in the lines, and only if you
have practiced the full stall during SIV training. Recovery should only be attempted with sufficient height. If you
are very low then it is much more important to steer the canopy into a safe landing place or even throw your
reserve.
NOTE:
Test pilots have tested the TALA well beyond the normal flight envelope, but such tests are
carried out in a very precise manner by trained test pilots with a back-up parachute, and over
water. Stalls and spins on any paragliders are dangerous maneuvers and are not recommended.
Rev_04_25.01.2013 Bruce Goldsmith Design GmbH, Hügelweg 12, 9400 Wolfsberg, Austria,
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