PHI Allegro - Descent and Collapse Management; Deep Spiral Descent; Asymmetric Collapses

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If you pull too far, the glider starts to rotate slowly around its vertical axis. In this case, the hands should be raised again until the
rotation stops. (A rotation can also be caused by asymmetric pull).
The B-stall is recovered again by quickly moving the hands upwards or releasing the risers completely.
The brakes are held throughout the maneuver (without additional wrapping around the hands). During the recovery, make sure
that the brake is fully released.
Deep spiral
The deep spiral is the most demanding fast descent technique and should only be learned at high altitudes, ideally as part of a
safety training course.
The initiation can be divided into two phases:
First, you fly a turn by applying one brake and by shiing your weight to the same side, the glider will bank and increase its
turning speed. Then the g-forces increase rapidly and the leading edge will lean towards the ground. In a fully developed deep
spiral, the leading edge is almost parallel to the ground. The maximum sink rate with the ALLEGRO can get up to 25m/s and more.
The first attempts to fly a deep spiral should be stopped clearly before reaching a fully developed deep spiral to get used to the
fast rotation and to practice the exit without pendulum swinging. The exit should be performed by simply releasing the inner
brake with a neutral weight-shi. The ALLEGRO will then decrease its bank angle and go back to normal flight. To avoid a
pendulum movement, the inner brake has to be pulled at the moment the wing wants to reduce its bank rapidly.
The actual spiral movement begins with the leading edge nearly parallel to the horizon. At this moment the harness banks and the
pilot is pushed to the outside of the rotation movement. The pilot should allow this movement to avoid a stable spiral situation.
(see below). Now the sink values can be varied by inner and outer brake.
If the pilot weight shis to the outer side, the spiral movement will get slower as soon as the pilot releases the inner brake. The
rest of the exit works as explained above.
If the pilot shis his weight significantly inwards, the ALLEGRO can continue to spiral when releasing both brakes. In this case
apply both sides braking or brake of the outside of the wing and of course shi the weight to the outside.
The sink values in the spiral can be between 10m/s and 20m/s. The load on the body is over 4g and can lead to unconsciousness
depending on the physical constitution of the pilot.
So it is important that you slowly approach this maneuver in order to master the maneuver actively and confidently, and to know
the reaction of your body in this demanding situation of high g-forces.
Attention!
Actively exiting a stable deep spiral places an unusually large amount of force on the body due to the high g-load!
Attention!
Due to the high performance and dynamics of the wing you have to expect that the glider rises up some altitude aer the release
of the deep spiral and hits his own vortex turbulence!
Collapse
Asymmetric collapse
When entering strong turbulence, one side of the paraglider may collapse. Specifically, this happens when on this side of the wing
is losing li by decreased or negative angle of attack. As a result the lines are getting unloaded and the wing collapses.
When such a collapse only affects a small part of the span the ALLEGRO will show no significant reaction. For larger collapses with
more than 50% of the span affected, the glider shows a more dynamic reaction:
Due to the increased drag of the folded wing, the ALLEGRO will start to turn to the side of the collapse. At the same time, the glider
pitches forward as a result of the smaller loaded wing surface and therefore higher wing load and required airspeed.
The pilot can prevent the glider from pitching and turning, by applying brake on the non collapsed side of the wing.
If a collapse occurs close to the ground it is essential to react properly. The proper reaction should be taught at high altitude,
ideally under professional guidance (safety training).
If the brake input on the open side is clearly too strong, it can lead to an asymmetric stall (see spin).