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a lot of brake). It is not easy to give any specific recommendation about
this situation other than quickly restoring the wing’s default air speed
and angle of attack by progressively reducing the tension on the brake
lines. The normal wing reaction will be to have a lateral surge on the re-
accelerated side with a rotation not greater than 360º before returning to
default air speed.
Parachutal stall
The possibility of entering or remaining in a parachutal stall have been
eliminated from the KODE P .
A parachutal stall is virtually impossible with this wing. If it did enter into
a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inflated. To regain normal air speed, release brake line
tension symmetrically and manually push on the A-risers or weight-shift
your body to any side WITHOUT PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the KODE P stalling during normal flight is very unlikely.
It could only happen if the pilot flies at a very low air speed, whilst over-
steering or performing dangerous manoeuvres in turbulent air.
To induce a deep stall, the wing has to be slowed down to its minimum air
speed by symmetrically pulling the brake lines all the way (100%) down
until the stall point is reached and held there for several seconds. The
glider will first pitch rearward and then reposition itself overhead, rocking
slightly, depending on how the manoeuvre was done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total the brake travel. The wing
will then surge violently forward and could reach a point below the pilot. It
is most important to maintain brake pressure for a few seconds until the
glider has returned to its default overhead flying position.
To resume normal flight conditions, progressively and symmetrically
release the brake line tension to regain air speed. When the wing reaches
the overhead position, the brakes must be fully released. The wing will
then surge forward to regain full air speed. Do not brake excessively at
this moment as the wing needs to accelerate to pull away from the stall
configuration. If you have to control a possible frontal collapse, briefly
pull both brake handles down to bring the wing back up and release
them immediately while the glider is still in transition to reposition itself
overhead.
Cravat
A cravat may happen after an asymmetric collapse, when the end of the
wing is trapped between the lines. Depending on the nature of the tangle,
this situation could rapidly cause the wing to spin. In the same way as
controlling an asymmetric collapse, control the turn/spin by applying
tension on the opposite brake and weight-shift opposite to the turn. Then
locate the stabilo line (attached to the wingtip) trapped between the other
lines. This line has a different colour and is located on the outside position
of the B-riser.
Pull on this line until it is taught, as it should help undo the cravat. If
ineffective, fly down to the nearest possible landing spot, controlling the
direction with both weight-shift and the use of the brake opposite to the
tangled side. Be cautious when attempting to undo a tangle while flying
near terrain or other paragliders; it may not be possible to continue on the
intended flight path.
Over-controlling
Most flying problems are caused by poor decisions or wrong pilot
input, which then escalate into a cascade of unwanted and unpredicted
incidents. We should note that the wrong inputs can lead to loss of control
of the glider. The KODE P was designed to recover by itself in most cases.
Do not try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
much input, are due to the length of time the pilot continues to over–
