17.)
Basis in the left cross-beam stow away (cross-beam without interior bag).
18.)
Flaps and spoilers flat on the cross-beam put. White side against white side. Note: Spoiler
should not project laterally over the cross-beam. The small spoiler must lie on the large
one. If this is badly possible, then is possibly. the sail of the wing tip edge range too far
and too tautly struck around the cross-beam. Importantly.Before close zipper absolutely
situation of the spoilers examine!
19.)
Nose bullet on the flaps put. Those carbon-in-corrodes in the wing external area at the cross-
beams along also into the sleeve pushes. The profile outline pay attention, top side of the
employment to top side cross-beam. Zipper of the packsack close.
1.
Flight characteristics
•
Start
The ATOS lies statically easily tail-annoyingly on the shoulders. After the first steps it stabilizes
however immediately into angle of incidence favorable for taking off.
With the first steps the
nose must be actively down held however. In principle, D rather too flat stop the angle of
incidence as too steep. h. more easily course at the tax handle.
With small angle of incidence the Atos is less cross-wind susceptible. Besides the wing
ends are clearly further from the soil and the spoilers with the first steps are better flowed
against.
Before the first flight it is of advantage to try this out on an even surface. The wing can be
stabilized by the strong spoiler effectiveness also with böigen conditions. Also this should be
practiced with appropriate wind conditions on an even meadow.
As flap position for the start a flap deflection of approx. has itself. 15° works satisfactorily.
The actual starting procedure corresponds to that of a conventional kite in the substantial one.
•
Flight
The ATOS is steered only by Gewichtsverlagerung. The control loads for in and recovery of a
curve are however clearly smaller than with a hanging glider. The ATOS possesses a high
stability around all axles. Therefore also the tax movements can be accordingly gently
implemented . Most simply this goes, if one leaves the body so long in the laterally expenditure-
steered position, until the desired inclination is reached and takes then the neutral position.
Impulse steering does not point advantages with the agility and has by full-scales of the spoiler a
high flow resistance to the consequence. With the excursion of the spoiler a putting up moment
develops, therefore must
particularly with the curve change to the necessary
Fluggeschwindigkei
t to be respected. During operation of the spoiler should be easily pulled, in
order not to fly inadvertently too slowly.
The spoilers have a high yaw moment with over 50% excursion. This is of advantage with fast
changes of direction, like z. B. Encircle into the thermionics. In the h igh-speed flight a full-scale of
the spoilers leads to large yaw angles. Particularly during the flight in turbulences a greed
oscillation could be induced here by mutual full-scales, which fades away immediately however
without tax excursions. Speeds, at which with smaller excursions should be flown, are >65 km/h
with flap position 70°, >75 km/h with flap position 0 and 15° (basis position for instance at the
belly).
Around the trim speeds and maximum speed (90km/h) to control should
absolutely with an
airspeed indicator to be flown.
The ATOS VX is not suitable for wobbling. Here the structure can be
overloaded!
Remedy:
With flow separation beginning in neutral position bring basis or continue
to pull to security somewhat. Depending upon body size flow separation
