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normally reinflate quickly on its own, but can be assisted through the application of a light double-
sided symmetrical brake input.
The stalls
When a paraglider flies through the air a laminar and a turbulent airflow forms around the surface
of the wing. When the laminar airflow along the top surface is interrupted, dangerous flight
configurations follow – we say that the wing stalls. This is most often the consequence of
attempting to fly with too high angle of attack.
In more detail we differ between three different forms of stall.
BEWARE! Spin and full stall are both dangerous and somewhat unpredictable
manoeuvres. Do not stall or spin your paraglider on purpose. However it is very
important to learn how to recognize the symptoms of a glider about to stall or spin so
that you can take correct action to avoid it happening.
Deep Stall
On lower TOW range, deep stall may occur under certain circumstances (e.g. after Frontstall, Full
Stall, etc.). Should you find yourself in a deep stall the situation can be rectified by simultaneously
pushing both A-risers forward until the glider resumes normal flight or by activating full bar.
WARNING! Avoid applying brake if you think that you are in a deep stall! Always
remember that practising manoeuvres where you fly close to minimum airspeed must
only be carried out under professional supervision and with plenty of altitude.
Full stall
Wilfully induced full stalls remains the realm of the true experts of our sport.
The full stall is when there is no more laminar airflow along the surface of the canopy, and the
wing has gone from being a wing to being just a bunch of material at the end of some lines.
Once the airspeed has been reduced to below the minimum speed for the canopy the wing will
stall. To the pilot it feels like dropping backwards, not unlike the sensation felt when a jester
removes your chair from under you when you sit down. In this phase it is important to avoid
releasing the brakes again, as this may lead to uncontrollable shooting forward of the canopy. In
extreme cases pilots have fallen into the canopy through poorly timed full stall releases.
In the next phase the canopy stabilises somewhat above the pilot again. The wing tips will often
tend to try to re-inflate quite violently, and it requires considerable force to maintain the wing in the
stalled configuration.
It is important to stabilise the wing above the pilots' head before releasing the brake lines. The
pilot accomplishes this by slowly releasing the brakes until the wing is all but re-inflated across the
entire span. In this phase the wing will be moving somewhat along the cross axis. The pilot
attempts to release the last bit of brake input as the wing is surged forward – this will cause the
wing to resume flight with the least possible diving tendency. Pilots should note that timing the
release wrongly may cause the wing to dive quite aggressively and be prepared to catch the dive.
Test pilots have also tested the asymmetric release of full stalls on the Guru. This manoeuvre is
ONLY for reference and should not be emulated by owners.
CAREFUL! The approach of the minimum speed is recognised through the notable
lack of forward speed and thereby wind noise and the extreme increase in brake line
tension. Up until the wing starts to fall back the pilot may resume normal flight by
simply releasing the brakes.
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