Bruce Goldsmith Design Wasp Mode D'emploi page 11

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The paraglider appears quite well inflated but does not have the full internal pressure. It therefore appears and
feels a bit ´limp´.
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 WASP 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 WASP 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 WASP 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 WASP 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 WASP 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.
FOR MORE INFORAMTION AND FURTHER READING ABOUT RECOVERY TECHNIQUES WE HIGLY RECOMMEND
THE "SIV BIBLE" WRITTEN BY BRUCE GOLDSMITH AVAILABLE AS AN I-BOOK IN DIFFERENT LANGUAGES.
Bruce Goldsmith Design GmbH, Hügelweg 12, 9400 Wolfsberg, Austria
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