Recovery Techniques - Bruce Goldsmith Design Wasp Mode D'emploi

The accelerator system is designed to give maximum speed when the pullies of the accelerator touch each other.
Please do not go beyond this point by using excessive force to attempt to make the glider go faster as this may
result in the glider collapsing.
IMPORTANT

Do practice using the speed system in normal flying.

Be careful flying fast in rough or turbulent conditions as deflations are more likely to occur at speed. The increased
speed is achieved by reducing the angle of attack, this means that the canopy will collapse only slightly more easily.

Remember that your glide deteriorates at higher speeds. Best glides are achieved when the risers are level and the
brakes are off.
Check the component parts at regular intervals for wear and tear and ensure that the system always works smoothly.
Landing
Landing the WASP is very straightforward. Flare the WASP in the normal way from an altitude of around 2 m when
landing in light winds. It may sometimes help to take wraps on the brakes to make the flare more effective.
Strong wind landings require a different technique. If you use the brakes to flare in a strong wind the WASP tends to
convert this to height. This can be real problem.
The best method is to take hold of the C risers at the maillons just before landing, and collapse the canopy using these
when you have landed. The glider will collapse very quickly using this method. The glider can also be steered using the
rear risers but be careful not to cause a premature stall.
After landing the B risers can also be used to collapse the canopy, although it is more difficult to control the collapsed
canopy on the ground using this method.
Chapter V

Recovery Techniques

Stalls
These maneuvers are dangerous and should not be practiced in the course of normal flying. Stalls are caused through
flying too slowly. Airspeed is lost as brake pressure increases and as the canopy approaches the stall it will start to
descend vertically and finally begin to collapse. Should this occur it is important that the pilot release the brakes at the
correct moment. The brakes should never be released when the wing has fallen behind the pilot. Also when releasing the
brakes, it is best not to release them too quickly. This is in order to prevent the forward surge of the canopy when it
recovers from the stall. If you do release the brakes quickly you should brake the canopy strongly during the surge
forward, to stop the dive. All pilots who fly the WASP are advised never to attempt this maneuver unless under SIV
training. This manual is not provided to give instruction in this or any other area.
Deep Stall (or Parachutal Stall)
The WASP has been designed so that it will not easily remain in a deep stall.
However if the WASP is incorrectly rigged or its flying characteristics have been adversely affected by some other cause,
it is possible that the paraglider could enter this situation. Therefore in the interests of safety all pilots should be aware of
this problem, and know how to recover from it. The most common way to enter deep stall is from a flying too slowly, from a
B line stall or even from big ears.
When in deep stall the pilot will notice the following:

Very low airspeed

Descent is almost vertical (like a round canopy) and is typically at around 5m/sec.
Bruce Goldsmith Design GmbH, Hügelweg 12, 9400 Wolfsberg, Austria
10