We recommend that you make your first flights with your new glider in quiet conditions, in a familiar flying area. A few pull-ups at an easy site will give you confidence in the TAU DLS’s handling qualities, from the very beginning.
Takeoff
The TAU DLS takeoff behaviour is very smooth and easy for both forward and reverse takeoffs. However, depending on the starting situation, active handling may be required. The canopy inflates quickly and rises progressively, without hanging back.
The TAU DLS takeoff is achieved using the A-risers. The canopy fills reliably from the middle, and rises exceptionally straight with little effort.
The TAU DLS rises exceptionally easily, so it is very important that you match your pull-up technique to the weather conditions and the steepness of the slope. This means:
- In a lot of wind and/or on steep ground the TAU DLS needs little or almost no initial tug ( just lead it up ).
- In zero wind and/or on flat ground a more reasonable impulse would be sensible.
Connecting the Risers
The risers of your paraglider have the "Easy Connect System" compatible with ADVANCE harnesses, which helps you to connect the risers. Each riser has coloured sewing running up the back of the riser, red for left and blue for right, in the direction of flight. The coloured sewing facing the pilot, and the riser running cleanly upward to the lines confirm that the riser has not been connected with an 180 degree twist.
The “Easy Connect System“ also enables you to clip in while facing the wing, This can be helpful for a reverse takeoff in windy weather.
Takeoff preparation and checks
Before every takeoff carry out the following pre-takeoff checks:
- Harness and helmet buckled, reserve OK?
- Lines free?
- Canopy open?
- Wind direction and strength assessed?
- Airspace and field-of-view clear?
Takeoff in light wind (forward takeoff)
The TAU DLS only needs a light pull-up impulse even in a light wind. It is not necessary to step back and ‘run into the lines’. Guide the glider up with pronounced leaning forward, but without too much of a pull on the A-risers, until the canopy is overhead. During the pull-up phase any directional correcting should only be done by decisively moving under the wing, without using the brakes. After any necessary corrections and a satisfactory visual check a few determined steps with a good lean forward will achieve lift-off, even in little wind. Careful braking can shorten the takeoff run.
Takeoff in stronger wind (reverse takeoff)
The reverse takeoff is mainly recommended for stronger winds. During the pull-up you should walk towards the TAU DLS as necessary to control its rising rate. In very strong winds, a braking impulse may be necessary to stop the canopy over your head. Turning round and taking off with the TAU DLS will then prove to be easy.
Normal flight
In calm air the TAU DLS's best glide is achieved with fully released brakes. Light braking brings the glider to its minimum sink condition. When flying into a headwind, through descending air, or when proceeding to the next thermal, glide performance will be distinctly improved by appropriate use of the speed system.
Despite the wing’s high stability an active flying style is recommended – collapses can be almost completely avoided. Be careful not to get below minimum speed, and don’t overreact with the brakes.
Turning flight
The TAU DLS has short and precise brake travel when steering. It responds very directly and progressively to increasing steering inputs, as soon as the free travel in the brake lines has been taken up. Active weight shift effectively assists steering. Angle of bank can always be increased, stabilised or reduced by brake line load.
The TAU DLS makes a very agreeable companion in thermals. You do not have to correct for large pitching movements, and this improves your climbing behaviour – and therefore your performance – significantly. When thermalling, choose the desired angle of bank and corresponding radius, and try to let the glider turn steadily at this attitude. Outside brake should be used to steady the wing tip and, in particular, control the rate of turn. Anything stronger will slow the wingtip down and lose the glider’s good steering qualities.
Active Pitch Control / B-Handles
Flying for performance
Ongoing management of your angle of attack while flying cross country improves your glide performance and average speed massively. Even though the TAU DLS is very stable in pitch, it should still be actively flown, whether accelerated or not. B-Handle steering is the most efficient method for this.
Using the B-Handles
The B-handles (1) allow you to make directional changes as well as angle of attack corrections in accelerated and unaccelerated flight. When using the B-handles, make sure that the brakes are not wrapped and use controlled movements.
Collapses
Asymmetric collapse
With an active flying technique in normal flying conditions, collapses can be almost completely prevented. The wing gives very precise canopy feedback and makes it possible to sense an impending collapse early on, thus helping timely pilot reaction. Should a collapse occur the wing will fold in a predictable and progressive manner from wing tip towards the centre. If the glider does, however, suffer an asymmetric collapse at trim speed, it will respond to collapses of 50 % or more with a slight turning tendency, allowing the heading to be easily maintained with light counter-steering. Normally, the wing will reopen without pilot action.
With an asymmetric collapse in accelerated flight the wing will react more impulsively because of the higher forces associated with higher airspeed. The turning behaviour caused by a collapse at full speed is more dynamic and requires a quick reaction on your part. If a collapse is slow to reopen, a deep but fast pull on the closed side brake will help. It is important to completely release the brake again to let the glider keep its flying speed. Be careful with the brake on the open side, and only apply enough to keep straight – so as not to stall the wing.
Poorly flown wingovers can cause a wingtip to fold inwards from the side, causing it to catch in the lines and create a cravat. Due to the high drag they produce cravats can lead to strong rotation (spiralling). Stop an increase in rotation rate by just the necessary amount of outside brake. Then open the cravated wingtip by pulling the orange stabilo line (1). Clearing a cravat can be also done more quickly by ‘pumping’. The appropriate brake should be applied to 75 % brake travel within a maximum of two seconds, and then released immediately.
Symmetric collapse (front collapse)
After a spontaneous or A-riser provoked collapse the airflow breaks away from the profile and the canopy will pitch back. The pilot swings back underneath after a short delay. Wait, without applying brake, until the wing is again above you and returns to normal flight. After a big collapse reopening may be delayed, but do not forcibly encourage reopening by the use of excessive brake, because of the risk of a full stall.
Rapid descents
For quick and efficient ways of getting down the ADVANCE test team recommend big ears (with or without speed bar) or the spiral dive – the choice depends on the situation.
Symmetrical collapsing of the wingtips (big ears)
For a fast and efficient descent we recommend the B3 method. To initiate the manoeuvre, grab the outer B3 line (1) of both risers as high as possible. Pull them down simultaneously, quickly and firmly! This will cause the wingtips to "fold" backwards and remain in this position. Sink speed can be increased by using the speed system while big ears are applied. Depending on the situation the glider can be steered using weight shift. To reopen, simply let the B3 line (1) go. Opening can be speeded up by a light pull (pump) on the brake. Open the ears one at a time.
Spiral dive
For the most comfortable way of doing this we recommend a neutral sitting position without active weight shift, and a shoulder-width carabiner distance (approx 45 cm).
Enter the spiral by progressively pulling one brake. Your head and field of view should be directed in the turn direction. As the angle of bank increases so will the rate of turn, airspeed and centrifugal force, which makes the pilot feel heavier.
The behaviour of the spiralling paraglider can be separated into two phases: in the beginning the glider makes a normal turn which progressively tightens, with increasing angle of bank. In the second phase the paraglider engages its spiral mode. This means that the wing dives forward and assumes a more vertical flightpath. During this phase of the manoeuvre try to keep a neutral sitting position and give way to the centrifugal force – your body will be pulled to the outside of the turn.
To recover keep the neutral sitting position and progressively release the inside brake. Your body weight will be somewhat tipped to the outside. While coming out of a spiral dive of high vertical and rotational speeds some assistance with outside brake is essential. Careful releasing of the inside brake will prevent the wing from recovering too quickly, thus pitching back excessively before diving in front if the turn stops with too much speed remaining. Make sure that you start the recovery with plenty of height above the ground. Generally speaking you should allow the same amount of time to recover as it took to enter the manoeuvre, but remember that the vertical speed will be higher, and much more height will be used!
B-Stall
This manoeuvre is not possible with the TAU DLS. For fast descent use Big-Ears / B3-Descent or the spiral as described above.
Stalling
One-sided stall (spin)
When circling tightly in a thermal the TAU DLS indicates clearly, by strongly increasing brake load, the risk of a stall. Even so, if a wing does stall you will feel a marked reduction of brake load on the inside of the turn. If this happens you must immediately release both brake lines, so that the TAU DLS can return to normal flight by itself.
If a wing stalls completely the paraglider will go into a spin / negative rotation. The TAU DLS will react dynamically, but will still be manageable by the less experienced pilot. Even so – depending on the situation from which the paraglider is allowed to fly again – the reaction can be quite vigorous (shooting forward with a raised risk of collapse). The canopy can be arrested while shooting forward by well-judged braking. Normal flight can then be resumed without a further collapse.
Full stall
Although the TAU DLS responds early to brake input it has very long brake travel, and very high brake load at the stall point. This means a large safety margin for the pilot.
Entry into a full stall is achieved by progressively and symmetrically pulling down both brake lines. Forward speed reduces. Airflow and wind noise reduce.
After reaching minimum speed the paraglider first goes into a brief phase of parachutal stall. Then further brake will cause complete airflow breakaway, and the wing will fall back in full stall. The TAU DLS has a strong desire to fly again, but is easy to hold in the stall. A half wrap of the brakes is recommended to fly full stalls.
To recover, the canopy has to be pre-inflated. To do this the brakes should, at first, be released slowly and symmetrically, and only fully released when pre-inflation is complete. The TAU DLS then flies away relatively cleanly, without shooting forward too much.
Deep stall
It has not been possible to confirm spontaneous occurrence of stable deep stall for the TAU DLS. However, you can bring the wing to deep stall using the brakes, and hold it there. The wing returns to normal flight as soon as the brakes are fully released.
In rain, or if the canopy is wet, the TAU DLS like all paragliders, is more vulnerable to parachutal stall. If the wet glider were to go into parachutal stall you should recover only by accelerating using the speed bar. See also the section “Flying with a wet paraglider”.
Landing
Always make a proper landing circuit with a clearly defined final approach. As the ground approaches progressively increase brake to level the flight-path, before applying full brake to completely arrest the forward speed.