Page 10
Launch
The most important thing during the take-off is, like at all other gliders too,
not the force but the constancy of the pull.
At the start advice to fix the accelerator with the Velcro which is attached at the
front of the sitting board, in order to avoid tripping while pulling up the glider or
when starting up.
Hold only the middle A risers and the handles of the brakes. When you pull on the
A-risers, the lines in the middle of the wing should be under tension before the
lines on the wing ends. This ensures an even easier start. Use progressive
pressure on the A risers and the energy of our own bodies weight until the wing is
fully inflated overhead. The canopy is inflated quickly due to the super short lines.
When there is no pull from the lines and the wing is overhead, use slight pressure
on the brake. Look up and make sure that the canopy is fully inflated. After a few
accelerating steps and at the same time let go of the brakes gently, you will take
off. Then use slight pressure again on the brakes to fly at a speed with minimal
sink rate.
When there is strong wind the reverse launch technique is recommended. Holding
the brakes, turn around to face the wing passing one set of risers over your head
as you turn. We suggest building a "wall" by partially inflating your glider on the
ground, thus sorting out the lines thoroughly.
By towing by winch there are no special techniques needed.
Avoid large brake inputs until you are reasonably high if course correction is
necessary close to the ground. Do not try to climb steeply during the first
part of the tow.
Active flying
Active flying in normal flight means that the wing is always kept at a safe angle of
attack and, if at all possible, vertically above the pilot. The moving air affecting the
wing often changes the angle of attack in an unwanted way. When flying into an
upwind the paraglider often bucks, the wing drops back, the angle of attack
increases, getting closer to a stall. In upwind the canopy pitches forward, the angle
of attack is reduced and there is the risk of a collapse. Both can occur
symmetrically, on both sides or asymmetrically, on one side only. It is impossible
to control the angle of attack by looking to the canopy. Look in the direction you
are flying, changes in the horizon inform the pilot about the canopy’s movements.
Braking is also an absolute must! If the canopy pitches forward, the angle of attack
decreases. In the case of strong forward pitching there is a risk of the canopy
collapsing due to its insufficient angle of attack. The pilot must therefore prevent
the canopy from pitching forward by pulling the controls down on both sides.
Inversely, the angle of attack increases if the wing drops back behind the pilot, e.g.
when entering into a thermal. The canopy is closer to stalling.
In these flight situations a significant braking movement by the pilot can lead to a
spin or a stall. When the wing drops back, the pilot therefore must not brake and/or
if the pilot is already holding the controls low, he must release them accordingly.
Any change in the angle of attack immediately transfers in to a change in the
control pressure of the brakes. The control pressure presents the pilot with
immediate information on the angle of attack and on what the canopy is doing or
about to do.
Summary of Contents for Pandion
Page 1: ...Version 1 2017...
