You must immediately deploy your reserve if you lose control of the glider and the sink
rate and find yourself in a stable spiral. The high g-forces in the spiral may rapidly lead to a
loss of consciousness which prevent later deployment of your reserve.
B-Stall
In the B-stall, a stall is provoked and the paraglider sinks vertically with a sink rate of approx.
8 m/s. The B-stall is suitable when there is an average ascent rate and little wind.
To enter a B-stall, grasp both of the B-risers on the mallions at the coloured mark. Pull both B-risers
evenly down until the airflow is broken and the wing goes completely into vertical descent flight
mode. The B-risers should then be held in this position to ensure a gentle descent.
Pull down the B-risers only until there is no airflow. If they are pulled down any further, the glider
could go into a horseshoe. Check before and during the B-stall that the airspace beneath you is clear.
For recovery return the B-risers quickly and evenly into their normal position. The glider may go into
a deep stall if they are released too slowly or into a negative spin if not released symmetrically. If you
enter a deep stall, increase the speed by using the speed system or by pulling the A-risers forward.
WARNING: The canopy speeds up after the B-risers have been released until the airflow
returns. Under no circumstances should the brakes be applied at this time. This manoeuvre
should be avoided at low temperatures. Pilots should be aware that this considerably
increases the tendency to deep stall.
Big ears
Big ears are the simplest method for rapid descent and have a sink rate of 3-5m/s. The advantage of
big ears is that the glider continues to fly straight, meaning that a danger area can be avoided. It is
even possible to land using big ears, for example on a top-landing to compensate for the updraft.
The wing-loading increases by the reduction in the wing’s surface area, the wing becomes more
stable against collapses in turbulence. Nevertheless, the air resistance of the wing also increases, and
it flies more slowly and closer to the stall limit. To counter this and to increase the e
ff
ectiveness of the
sink, the speed bar is generally also used in combination with big ears.
Start the “big ears” manoeuvre by pulling both outer A-lines downwards. This should fold down a
su
ffi
ciently large part of the wing tips that the pilot does not then have to counteract the tendency to
reopen. If the surface area which tucks under is too small (“ears” flapping, high holding forces),
re-open the ears and then pull down and hold the A-lines a little more firmly.
The brake lines are held steady and the pilot uses weight-shift to steer the paraglider. You can now
descend safely on the stable middle part of the wing. The brakes must not be shortened during the
manoeuvre, e.g. by wrapping the brake line. Do not use the brakes unless you intend to exit big ears.
Once in big ears, you can increase your sink rate and forward speed by applying the speed bar.
Always apply the speed bar after entering big ears, never before.
To exit big ears, release both A lines at the same time. Apply brake progressively one side at a time
to help re-inflation. Be careful not brake too deeply on both sides at the same time as this could cause
a stall.
WARNING: The technique of big ears causes a higher load for the line groups which are still
weight-bearing. Therefore, do not fly any extreme manoeuvres with big ears.
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