Windtech evo - Manual (Page 14)

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autonomously and without problem. However, if the pilot wishes to help with re-infla-
tion of the glider, this is the procedure to follow:
First, one should release the speed system (if one has it on) and pull both brakes approx-
imately 50% until the glider reopens, and then immediately release the brakes so as to
not stall the wing. After the glider has re-inflated it is always a good idea to check the
trimmer’s, to make sure that they have not been pulled open by the shock of the re-infla-
tion of he wing, and as you have suffered a collapse, it is best to make sure that the trim-
mers are in the “normal” position as it is clear that you are flying in a turbulent area!
-- asymmetric stall (spin)
It is extremely difficult to accidentally provoke a stall with the EVO, given the glider’s
very forgiving flying characteristics and extremely low stall speed, the pilot has to real-
ly abuse the brakes to do this. Of course, one should bear in mind that the brake travel
is substantially reduced, and the stall point easier to reach when full thrust is applied and
the trimmers are in the slower “normal” flying position for take off.
In any case, it is possible for the pilot to stall the wing if, for example, when flying very
slowly (nearly at stall point) the pilot gradually releases the outer brake (the correct thing
to do) but then also applies more inside brake (on the side of the turn), thereby stalling
the inside wing. The stalled side of the wing now drops back into stall, rotating back-
wards (negative), whilst the still flying outside wing rotates forwards (positive) around
the pilot. In this case, to return to normal flight, the pilot has to raise the inside brake to
reduce the angle of attack, allowing positive airflow to return over the wing, and taking
that side of the wing out of the stall. In releasing the brake on the stalled side of the
wing (which is necessary to regain normal flight), the wing will then try to regain nor-
mal airspeed which, depending on the moment at which the spin is released and how
‘flat’ the spin was, will result in a dive which is more, or less, strong. If the wing dives
forward violently then the pilot should try to damp the dive by quickly applying a bit
more than approximately half brake (only enough to stop the dive) which should be
immediately released as soon as the dive is stopped, so as to avoid stalling the wing by
over-braking.
-- landing
SET TRIMMERS TO NEUTRAL POSITION
You should pay extra care and attention for your first landings, especially if it is the first
time that you fly a paramotor. Above all, it is vital that you are 100% sure of the wind
direction in the landing area (ideally you should have a windsock and other pilots in the
landing field to guide you for this) and, once you are sure that you have enough height,
and glide, to reach the landing field easily, it is generally much better, and safer, to turn
off the engine on final approach. The rest of the landing should be the same as for a nor-
mal gliding (unpowered) landing approach. You must take in consideration that with the
engine and propeller drag the glide angle is much worst .If AT ALL unsure of the techniques