Critical Flying Situations

The following are situations where correct reactions are critical. There are occasionally compounding issues, but the basics remain the same. Most of these situations are included in questions on the P2 exam, so these descriptions should cover the basic concepts of dealing with these critical situations.

All student pilots are recommended to attend a maneuvers clinic to learn these techniques directly. Experience and practice are the only ways to help a pilot know what to do when these situations happen in the real world.

Asymmetric Collapse

Definition:

A partial collapse of the wing from turbulence or any situation where a low angle of attack has collapsed some portion of the wing.

Solution:

Maintain direction with weight shift and/or the opposite brake, then clear collapse with a slight pull on the collapsed side brake.

Discussion:

The paragliding instructors and community have long used the acronym for this – “Steer, then Clear”. “Steer” means—weight shift and pull enough brake to maintain direction. “Clear” means—help eliminate the collapse. The reason for steering first is to control direction. For a big collapse, use enough weight shift to eliminate over-pulling the brake and possibly stalling the side you are pulling.  Note:  The goal of maintaining direction is to keep the glider going straight.  When students at SIV training first try this after collapsing one side of the wing (pulling own an entire set), it is super common for them to turn the oposite direction with too much brake after the weight shift.  On many gliders, just weight shift might be enough.   Adjust how much by direction awareness, avoid panic, it is easy to do if you stay calm and adjust with light touch.

Steering is crucial because the wing will proceed to turn toward the collapsed side because of the drag created by the collapsed portion of the wing on this side. If the wing turns toward a collapse, it can often increase progressively into a very perilous spiral. Often, after direction has been maintained, the clearing will happen on its own. If it does not, then a light pull on the collapsed side will help reinflate it.

Asymmetric Collapse with a Cravat

Definition:

A partial collapse of the wing. This results from turbulence or any situation where a low angle of attack has caused some portion of the wing to collapse. In addition to this, the collapse includes a line that is trapping or preventing the wing from recovery. The line causing the issue is called a cravat.

Solution:

Maintain direction with weight shift and/or the opposite brake, then clear the collapse with a slight pull on the collapsed side brake. Normally, more weight shift is required to minimize the wing’s desire to turn.

Discussion: 

The primary is still the same; steer, then clear! With directional control, there are a few ways to help a cravat come out. One possible technique is to yank the stabilo line to pull the tip down and help remove it. Another is to use the split-A to re-induce a collapse on the same side. Advanced and experienced pilots have also intentionally induced full stalls to fix a cravat, but this is an extreme maneuver and one must be an expert at it to try! If a glider with a cravat goes into a spiral and you can’t fix it, it might be time to throw your reserve.

Full Frontal Collapse, Symmetrical

Definition:

A full collapse of the wing from turbulence or any situation where a low angle of attack has collapsed the entire leading edge of the wing.

Solution:

Normally, full-frontal collapses fix themselves. If the leading edge remains tucked under, pull the brakes deep enough to open the center cells and the wing should re-inflate.

Discussion:

When the leading edge tucks under as the consequence of a frontal collapse, the wing loses most of its forward velocity and lift. It then descends, and this will usually re-inflate the wing. If a frontal happens with the speed bar pushed, it can be more aggressive. If a frontal happens with the speed bar pushed, release pressure from the speed bar, then pull the brakes enough to help the cells reopen.

Blow-back

Definition:

Getting blown behind a ridge or mountain when the winds above are stronger than the paraglider can penetrate.

Solution: 

You are high above a ridge or mountain and begin to realize that you are either moving backwards or not forward at trim. You need to immediately fully engage your speed bar. This is the best way to penetrate forward from the ridge. If you are going forward but are still ascending, you need to add Big Ears. Straight into the wind is not as good for penetration as 90% to the ridge. If the wind is slightly cross, pointing perpendicular to the ridge will get you the highest speed possible. You will drift slightly as you penetrate, but this is better than pointing straight into the wind, which will have a lower speed away from the terrain.   .

For a full article about how to prevent blowback, click here.

Discussion:

Keep in mind that the top speed for a paraglider is achieved with a full speed bar. If you can penetrate forward, upwind of the lift band, you will begin descending. If you continue to ascend while on full speed bar, you might consider adding in big ears. Adding big ears actually reduces top speed but increases the descent rate enough to counteract the lift. In wind gradients, getting lower equals moving into less wind and, as a result, increasing your ability to penetrate upwind.

Deep, Parachutal or Constant Stall

Definition: A stall happens when the angle of attack reaches a point where the laminar flow over the wing is detached from the top surface. Unlike full stall, the wing stabilizes in this mode and descends more like a parachute. All 3 terms (Deep Stall, Parachutal Stall, Constant Stall) describe the exact same form of stall.

Solution – Release brakes to full-up position, then lower the angle of attack with speed bar or by leaning on/pulling downward on the A-risers.

Discussion – The cure for a wing that has entered a deep stall is to lower the angle of attack. Most modern wings rarely enter this, but if they occur, lowering the angle of attack will help increase the airspeed and the laminar flow will reattach to the top of the wing. This can be done by pushing the speed bar, or, if this is not possible, leaning on, pushing forward, or pulling slightly down on the A-risers.

Full Stall

Definition:

When a wing reaches an angle of attack that remains so high that the airflow over the top separates from the wing, this is called a “full stall”.   The result when this occurs is that the pilot swings out in front of the wing and the wing begins to  loose lift and collapse. During a more pronounced stall, the wing will slide a little backward through the air (this is called back-flying at an SIV clinic). Note: In a “deep stall” the wing still has some pressure in it and descends like a parachute (see above for dealing with a deep stall).   Solution – If you have altitude, the primary concern is to avoid letting the brakes up immediately. If the wing has begun to collapse as the consequence of a stall, letting the brakes up fully while you are forward of the wing will result in a super-strong surge. If this happens, the wing can dive in front of and below you, and you can fall/drop into the sail. This is called getting “gift wrapped” and is one of the worst things that can happen to you.

Solution:

 Instead, when altitude is good, you should lock your brakes under your legs and wait till your wing is above you or in front of you, not behind you. At this point, you can then smoothly let the brakes back up to trim. If altitude is low, throw your reserve if you are not sure of the recovery time. Just a reminder: do an SIV clinic to learn the correct reaction to a stall. Stalls can be used as a “reset” for the glider for some cravats or problematic spins. Acro pilots tend to be experts at using the full stall to remedy maneuvers that have gone awry.

Discussion – Full stalls are not all about low speed.  Stalls are directly related to the angle of attack. They happen when a “pitching moment” occurs. This is a sudden increase in the angle of attack. When entering a thermal, for example, if you pull the brakes down to minimum sink speed just as the front of the wing has begun rising and the wing is slowing, you will be tempting a full stall. Instead, when you first feel the front of your glider rise and your wing slow when entering a thermal, let your hands up to allow the wing to get back all the way above you. Then, you can slow to minimum sink speed. Also, you should not fly slower than the minimum sink speed or pull the brakes down fast in most flying situations.

Glider has entered a SPIN

Definition: A spin is an asymmetrical stall of the wing. In a spin, the glider remains overhead but rotates above the pilot with the inside wing stalled and the outside wing flying. The center of rotation is usually inside the span of the wing.

Solution – Un-stall the wing by making sure both brakes are released all the way up to the pulleys.

Discussion – Spins are almost always pilot-induced.   This means that the pilot has usually pulled one of the brakes too strongly and has caused the inside wing to stall. By releasing both brakes all the way, most wings will begin recovery on their own. In some situations, the spin can continue, and this might mean that the pilot may have to apply some outside brake (If this is done too aggressively, a spin in the opposite direction can occur!).

Recovery from a spin that has not recovered on its own takes more skill and quicker decision making. Acro pilots will occasionally use a full stall to “reset” their wing. A less experienced pilot might be better off throwing a reserve if a spin does not come out. Better than all the solutions, learn to fly in the correct fashion and not stall the inside wing.

Glider is in a SPIRAL

Definition: A spiral is a steeper banked turn where the glider points downward and the descent speed is very high and G-forces increase.

Solution – Let the inside hand go up very slowly and smoothly as you remove any inward weight shift. Or, you can apply some outside brake first.  This will slow the spiral down a bit, before, very slowly, letting the inside hand up.   

Discussion – Normally, a spiral happens with inside weight shift and lots of inside braking. By removing both of these smoothly, the glider should exit a spiral. Gliders will tend to surge a bit on the exit from a spiral. It is best to exit slowly, and the surge will not be strong. If the surge is strong, use active flying to manage it.

Rarely, some gliders can get into a locked in spiral.   The symptoms of this are that after the inside brake and weight shift have been removed, the glider continues to spiral. In this situation, the brake pressure on the outside brake might be extremely high, but pulling this to exit the spiral should be attempted.   If altitude is low in this situation, I would recommend just throwing ithe reserve.

Tree Landing

Definition:  When a situation develops where there are no areas big enough or safe enough to land your paraglider.

Solution – If you have no choice but to land in a tree, it is best to use the tree to try to land in the center and top of the tree to prevent yourself from falling to the ground.

Discussion – The concern here is to make it clear that landing between trees might seem like a possibility.   But, when a paraglider grazes or settles between trees, a collapse will likely occur. Falling through trees and impacting the ground is much more dangerous than landing in the tree and being away from the ground.

There are different kinds of trees in different geographic regions and different flying areas. With bushy trees, you might be able to flair into the top and center of the tree and then release the flair to drape the wing over the tree. With pointy trees, you will have to make decisions based on your ability and how much room there is between the trees. If you do try to land between trees, if some of the wing hits the tree, you might fall or spiral to the ground. If it is possible to fly into, possibly flair and catch some branches, this might be the best you can do. Some trees, like tall, skinny pines, for example, are not at all landing-friendly. In such a situation, another consideration might be to throw the reserve, and it would be less likely to collapse during the descent into the trees. There is never just one answer for such a situation. Better than all of the above choices is to not get into a situation where you cannot reach a safe landing area.

It is also good to have at least some dental floss or a length of thin cord in an accessible pocket on the harness. If you ever end up suspended in a tree following a tree landing, either of the above can be used to aid the Search and Rescue or friends trying to help you out of the tree. The dental floss or cord can be lowered down to the helper, and they can tie a rope to it to get it up to you. There are some kits that are “self-rescue” systems. Some clubs and groups, especially those that fly in regions with lots of trees near the flying sites, offer training in self-rescue.   Getting this training can make it much easier if you ever end up in such a situation.

Water Landings

Definition: When you land either in water or even ankle deep next to water that is moving (has waves or current).

Solution – If you have somehow landed in or near water, the first thing to do is to free yourself from the harness and get clear of the lines. If you are in moving water, you should also try to swim upstream of the lines. Make sure that your hook knife is always on your harness, ready for use, and is attached to the sheath or harness with a lanyard. If detaching from the harness is difficult, use the hook knife to either extract yourself from the harness or cut the risers of the glider to be able to get away from it.

Discussion – Water landings can cause drowning. Still, water like a lake is much less hazardous than surf or streams or rivers. However, line entanglement and the fact that harnesses float in the back (due to foam or airbag floatation) can make swimming more difficult. Moving water (i.e., surf or water with a current) is super powerful. It can quickly overpower you and is likely to drown you.

I have taught next to the Pacific Ocean for many years. I use the expression, “It is better to crash downwind into the beach or cliff than to land a calf deep in the water”. Rescuers can get a crashed pilot off the cliff, but may not be able to assist a pilot in the water.

If you are in a situation where you know you will be landing in water, you can prepare yourself by doing the following:

Unbuckle one leg strap (leave one secured to make sure you do not fall out of the harness before landing in the water), your chest strap, and even your waist strap.

Be ready to use your hook knife to cut risers or lines to clear yourself from your glider should you be unable to unbuckle all the necessary fasteners.

Once in the water, use whatever means you have at your disposal to get clear of the harness and wing. This includes squirming out of the harness or cutting the risers or lines with the hook knife.