NIVIUK GLIDERS PEAK 5, User Manual

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a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inflated. To regain normal air speed, release brake line
tension symmetrically and manually push on the A-lines or weight-shift
your body to any side WITHOUT PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the PEAK 5 stalling during normal flight is very unlikely.
It could only happen if you are flying at a very low air speed, whilst over-
steering or performing dangerous manoeuvres in turbulent air.
To provoke a deep stall, the wing has to be slowed down to its minimum
air speed by symmetrically pulling the brake lines all the way (100%) down
until the stall point is reached and held there. The glider will first pitch
rearward and then reposition itself overhead, rocking slightly, depending
on how the manoeuvre is done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total brake travel. The wing will
then surge violently forward and could reach a point below you. It is most
important to maintain brake pressure until the glider has returned to its
default overhead flying position.
To resume normal flight conditions, progressively and symmetrically
release the brake line tension to regain air speed. When the wing reaches
the overhead position, the brakes must be fully released. The wing will
then surge forward to regain full air speed. Do not brake excessively at
this moment as the wing needs to accelerate to pull away from the stall
configuration. If you have to control a possible frontal collapse, briefly
pull both brake handles down to bring the wing back up and release
them immediately while the glider is still in transition to reposition itself
overhead.
Cravat
A cravat may happen after an asymmetric collapse, when the end
of the wing is trapped between the lines. Depending on the nature
of the tangle, this situation could rapidly cause the wing to spin. The
corrective manoeuvres to use are the same as those applied in case of
an asymmetric collapse: control the turn/spin by applying tension on the
opposite brake and weight shift opposite to the turn. Then locate the 3STI
stabilo line (attached to the wing tip) trapped between the other lines. This
line has a different colour and is located on the outside position of the
B-riser.
Pull this line until it is taut. This action will help to release the cravat. If
ineffective, fly down to the nearest possible landing spot, controlling the
direction with both weight-shift and the use of the brake opposite to the
tangled side. Be cautious when attempting to undo a tangle while flying
near terrain or other paragliders; it may not be possible to continue on the
intended flight path.
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 PEAK 5 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
The PEAK 5’s profile was designed for stable flight throughout its entire
speed range. The speed-bar can be used in strong winds or significant
sink.