12
Over-controlling
Most flying problems are caused by wrong pilot input, which then
escalates into a cascade of unwanted and unpredicted incidents. We
should note that the wrong inputs can lead to loss of control of the glider.
The BI SKIN 2 P was designed to recover by itself in most cases. Do not
try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
much input, are due to the length of time the pilot continues to over–
control the wing. You have to allow the glider to re-establish normal flying
speed and attitude after any type of incident.
4.3 ACCELERATED FLIGHT - OPEN TRIMMERS
The BI SKIN 2 P profile was designed for stable flight throughout its
entire speed range. Open trimmers can be used in strong winds or
significant sink.
When accelerating the wing, the profile becomes more sensitive to
turbulence and closer to a possible frontal collapse. If a loss in internal
wing pressure is felt, a slight pull on the brake lines is recommended to
increase the wing’s incidence angle. Remember to re-establish the air
speed after correcting the incidence.
It is NOT recommended to use the trimmers close to the terrain or in very
turbulent conditions. Aim to achieve a balance between trimmer and
brake use. This balance is considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the BI SKIN 2 P’s brake lines become disabled
in flight, it will become necessary to pilot the wing with the C-risers and
weight shifting until landing. These risers steer easily because are not
under significant tension. You will have to be careful and not handle them
too heavily in case this causes a stall or negative spin. The wing must
be flown at full speed during the landing approach, and the C-risers will
have to be pulled symmetrically all the way down shortly before contact
with the ground. This braking method is not as effective as using the
brake lines, and hence the wing will land with a higher ground speed.
4.5 LINE KNOT(S) IN FLIGHT
The best way to avoid knots and tangles is to thoroughly inspect the lines
as part of a systematic pre-flight check. If a knot is spotted during the
take off phase, immediately abort the launch sequence and stop.
If inadvertently taking off with a knotted line, the glider drift will need to
be compensated by weight-shifting to the opposite side of the wing and
applying a slight brake pull to that side. Gently pull the brake line to see
if the knot can be undone or try to locate the problem line. Try pulling
it to see if the knot can be undone. Beware of trying to clear a knotted
line or untangle a line in flight when close to the terrain. If the knot is too
tight and cannot be undone, carefully and safely fly to the nearest landing
zone. Be careful: do not pull too hard on the brake handles because
there will be an increased risk of stalling the wing or entering a negative
spin. Before attempting to clear a knot, make sure there are no other
pilots flying in the vicinity.
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outfit.
5.1 EARS
Big ears is a moderate descent technique, able to increase the sink rate
Summary of Contents for BI SKIN 2 P
Page 1: ...USER S MANUAL BI SKIN 2 P...
Page 19: ...19 10 3 RISERS PLAN...
