APCO Aviation NRG Pro II, Manual

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in technical data were at optimum wing loading at sea level using a Flytec 6030 thus there
could be a slight variation in speed range numbers that pilots records.
Speed readings in the flight reports could differ as this was measured during testing using
various instruments and is an indication of the difference between trim, stall and top speed.
The speed range will be the same but the actual numbers may differ.
• With 0% brake and trimmers at 0 the NRG PRO II will fly at 39-48 km/h with a sink rate of
1.7m/s.
• At 25% brake the glider will fly at 33-34km/h with minimum sink rate 1.4 m/s.
• The best glide angle is achieved with 0% brakes and 0% speed system.
• With 80% brake the glider will fly at about 29km/h and will be close to the stall point 27km/h.
CAUTION:
APART FROM WHEN FLARING AT LANDING THERE SHOULD BE NO REASON
TO FLY WITH 70% TO 100% BRAKE. THE SINK RATE OF THE GLIDER WILL BE
EXCESSIVE AND THERE WILL BE A POSSIBILITY OF ENTERING A DEEP STALL
OR FULL STALL SITUATION. THERE IS ALSO THE RISK OF GOING NEGATIVE
OR ENTERING A SPIN WHEN ATTEMPTING TO TURN THE GLIDER NEAR THE
STALL SPEED.
WARNING:
The use of the speed system in turbulent conditions or close to the ground is dangerous.
While flying with the accelerator, the glider has a reduced angle of attack and is therefore
more susceptible to turbulence and may collapse or partially deflate. Gliders react faster
when accelerated and may turn more. The accelerator should immediately be released in
this case.
5.2.2 THERMAL FLYING
NRG PRO II/NRG XC II has high internal pressure and needs very little pilot input even in
very turbulent conditions.
In light lift it is advised to make flat turns to keep the glider from banking too much and avoid
increasing the sink rate.
In strong lift conditions it is most effective to make small turns in the core with relatively high
bank.
For the best climb rate in ridge lift we recommend using about 15% to 20% brake and
trimmer fully closed.
5.2.3 ASYMMETRIC COLLAPSE
If one side of the glider partially folds or collapses it is important to keep your flying direction
by applying weight shift and some brake on the opposite side.
The wing should re-inflate on its own without any input from the pilot.
To help re-inflation it is possible to pull some brake on the collapsed side and release
immediately.
In the event of a big deflation, i.e. 70%, it is important to apply brake on the inflated side of
the wing, but care must be taken not to pull too much as you could stall the flying side.
The glider is very solid and has a strong tendency to re-inflate after collapse.