B-Line Stall; Spiral Dive; Speed System - Bruce Goldsmith Design Wasp Mode D'emploi

Before using the big ears facility in earnest it is essential to practice beforehand with plenty of ground clearance in case a
leading edge collapse occurs. Always keep hold of both brakes in order to retain control. Putting your hands through the
brake handles so they remain on your wrists is a good method of doing this.

B-Line Stall

This is a fast descent method and is a useful emergency procedure. With both hands through the brake handles, the pilot
takes hold of the top of the B risers, one in each hand, and pulls them down by around 50 cm. This will stall the canopy
and forward speed will drop to zero. Make sure you have plenty of ground clearance because the decent rate can be over
10 m/sec. To increase the descent rate pull harder on the B riser. When you release the B riser the canopy will
automatically start flying again, normally within two seconds. Sometimes the canopy will turn gently when it exits from the
B line stall. It is normally better to release the B riser fairly quickly rather than slowly as this may result in the canopy
entering deep stall.
Always release the riser symmetrically as an asymmetric release from a B line stall may result in the glider entering a
spin. This maneuver is useful when losing a lot of height quickly is necessary, perhaps when escaping from a
thunderstorm. It should not be performed with less than 100 m of ground clearance. (see also Chapter V).

Spiral Dive

A normal turn can be converted into a strong spiral dive by continuing to apply one brake. The bank angle and speed of
the turn will increase as the downward spiral is continued. Be careful to enter the spiral gradually as too quick a brake
application can cause a spin or enter an 'over the nose' spiral.
BGD gliders are designed and tested to recover from normal spirals with a descent rate inferior to 16 m/sec, automatically
without pilot input. If the pilot increases the descent rate of the spiral to over 16 m/sec or initiates what is known as an
'over the nose' spiral, the glider may require pilot input to recover. In this case all the pilot needs to do is to apply some
outside brake and steer the glider out of the turn.
The ''over the nose' spiral is a special type of spiral dive where the glider points almost directly at the ground. Making a
sudden brake application during the spiral entry so that the glider yaws around enters this, and the nose of the glider ends
up pointing at the ground, after this the glider picks up speed very quickly. This technique is very similar to SAT entry
technique, and like the SAT it is an aerobatic maneuver, which is outside the normal safe flight envelope. Please do not
practice these maneuvers as they can be dangerous. Care should be taken when exiting from any spiral dive. To pull out
of a steep spiral dive release the applied brake gradually, or apply opposite brake gradually. A sharp release of the brake
can cause the glider to surge and dive as the wing converts speed to lift. Always be ready to damp out any potential dive
with the brakes. Also be ready to encounter turbulence when you exit from a spiral because you may fly though your own
wake turbulence, which can cause a collapse.
CAUTION:
SPIRAL DIVES CAN CAUSE LOSS OF ORIENTATION ("black out") AND SOME TIME IS NEEDED TO EXIT THIS
MANOUVER. THIS MANOUVER MUST BE EXITED IN TIME AND IN SUFFICIENT HEIGHT!

Speed System

The WASP is sold with accelerator risers and a speed stirrup as standard but can be flown without the speed stirrup
attached.
Launching and general flying is normally done without using the accelerator. The accelerator bar should be used when
higher speed is important. A 70 kg pilot on the WASP – medium size should be able to reach a speed of over 50 kmh
using the accelerator system. Glide angle is not as good in this format, so it is not necessarily the best way to race in
thermic conditions and the canopy is slightly more susceptible to deflations. Using the stirrup can require some effort and
the pilot´s balance in the harness can be affected. It may be necessary to make some adjustments to the harness. We
recommend that only fly in conditions where you can penetrate with the risers level so that you have the extra airspeed
should you need it.
To fly at maximum speed the stirrup should be applied gradually until the upper pulley on the A riser butts against the
pulley at the riser base.
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Bruce Goldsmith Design GmbH, Hügelweg 12, 9400 Wolfsberg, Austria