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FLYING TURBULENCE
AND FLYING INCIDENTS
Flying in turbulence should be avoided at all cost. Study the books on
aerology to learn to predict turbulent conditions (strong winds, turbulence
due to obstacles, wake turbulence, rotors, leeside thermals, foehn effect,
over developed clouds, etc...).
If however you do get caught in turbulence, there is only one thing to do:
reduce your speed (25 to 30% brakes).
- incidence is increased (less risk of the leading edge going into negative
incidence )
- the pendular effect will be damped in the transition,
- the wing, in the case of a deflation, will reinflate immediately
- A moderate tension on the controls provides sensitive feedback of the
air mass and wing behavior.
- From this median position, the pilot has a reaction capacity in both direc
tions (slowing down or speeding up).
PARACHUTAL PHASE (DEEP STALL)
If this phenomenon occurs and is prolonged without action on the toggles,
it is advisable, to return the wing to a normal flight configuration; operate
the accelerator (speed-bar) if it is operational, or to engage a moderate
turn and manage the ensuing surge by maintaining adequate tension on
the toggles. The appearance of this phenomenon would be a sign of aging
and justify a glider inspection at a certified professional facility. In case of a
parachutal phase close to the ground, an arms up landing approach would
be preferred in that configuration over any other exit maneuver.
Warning! If wet, the behavior of the PIPER could significantly be different.
If caught in the rain during a flight, you should moderately increase your
airspeed by pushing on the foot accelerator (speed-bar), or slightly and
symmetrically release the trimmers on the risers to increase your wing’s
airspeed and land as soon as possible.
The PIPER is not an acrobatic glider !
Radical manoeuvres should be avoided. They have been done du-
ring the numerous test flights but are not within the normal flying
limits of a paraglider.
- wingovers with more roll than 45° either side of the vertical,
- slowing and then releasing the controls producing pitching move-
ment. Greater than 30° either side of the vertical.
- Stalling manoeuvres,
- sudden turns at very low speed, susceptible of degenerating into
flat spin or asymmetric stalls,
- closing manoeuvres using the risers.
Doing aerobatic flying beyond the limits set out hereof, should
not engage the manufacturer’s responsibility.
RADICAL MANOEUVRES
CLOSURES
The reopening, on this model, is very generally spontaneous and imme-
diate. Even though the likelihood of this has not been shown during the
tests, it cannot be excluded that after a massive closure which causes a
turn, if nothing is done, it could degenerate into auto-rotation . The proper
correction to make for such an incident is to weight-shift on the inflated
side of the wing, while braking moderately on that same side to keep you
flight trajectory straight. Once the rotation has stopped, and if the wing
reopening has not yet taken place, pump the brake energetically on the
collapsed side to reopen it. Be cautious not to brake too deep and risk a
stall.
A deflation, even partial, can not be considered harmless and must
lead to a prudent immediate return to the landing zone.