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wing under control you must pull and release the inside brake. Safe decent rates
of 7-9 m/ sec are possible. Please ensure that you have enough distance to the
ground to exit the spiral dive.
Please exit slowly. Bring your body weight back to a neutral position and as soon
as the wing levels out, apply the brakes gently. This procedure should be done
slowly and will take a couple of turns to complete.
The MAVERICK 2 does not have a tendency for stable spiral dive. If under certain
conditions, it should go into a stable spiral dive then actively exit the manoeuvre by
bringing your weight into a neutral position, release the brakes of the inner curve
side and brake gently on the outer curve side until you notice that the wing starts
to level out. Then gently brake on the inside curve for several turns until normal
flights returns.
Attention: If you pull abruptly and too far on the brakes, the canopy may
enter a negative spin. When entering a spiral dive keep the brake
on the outer curve released.
Nearly every paraglider at some point reaches a sink-speed at
which the canopy moves with its frontal edge downwards and
stays in this position and keep spiralling (stabile steep-spiral),
even if the brake-line is released. During a stabile steep-spiral
very high G-forces will occur, which require a high strain of a
physical fit pilot!
Wingovers
Wingovers are induced by flying alternating turns; each time letting the pendulum
effect increase the bank angle.
Attention:
The MAVERICK 2 is a agile glider, and it is quite easy to get to
an excessively high angle of bank in just a few turns. Practice
wingovers gently at first, as there is a chance of quite large
collapses at high bank angles.
Also notice that a wingover flown with more than 90 degrees
bank angle is classified as illegal aerobatics in some countries!
IV. Flight Incidents
General information for safety training with the MAVERICK 2
The innovative concept of the MAVERICK 2 offers an unmatched stability in non-
accelerated and accelerated flight through strong turbulences.
This stability has also an effect when stimulating clappers and front stalls:
The forces to get the glider clapped are extremely high and in accelerated flight
hardly to manage.
With lots of force and a courageous pull of the A-risers you can still manage big
clappers. The faster you pull the less fierce will be the reaction in the canopy.
This is because the profile is bent down due to the built in battens when pulling the
A-risers. Through this and the negative flow angle a low-pressure develops on the
lower sail which accelerates the glider downwards.
