Niviuk DOBERMANN 2, User Manual

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you have to control a possible symmetrical front stall (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 asymmetrical 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 asymmetrical collapse: control the turn/spin by applying tension on
the opposite brake and weight shift opposite to the turn. Then locate the
stabilo line trapped between the other lines. This line has a different colour
and belongs to the external lines of the C riser.
Pull on this line until it is taught, as it should help undo the cravat. If
ineffective, fly down to the nearest possible landing spot, control the
trajectory 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 and collision could happen as result.
Over-controlling
Most flying problems are caused by wrong pilot input, which then
degenerates into a cascade of unwanted and unpredicted series of
incidents. The DOBERMANN 2 was designed to recover by itself in most
cases. Do no not try to over-correct it!
Generally speaking, the reactions of the wing, which follow 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 after
any type of incident.
4.3 USING THE SPEED-BAR
The DOBERMANN 2 profile was designed for stable flight throughout its
entire speed range.
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, tension on the speed-bar should be reduced to a
minimum and 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 accelerate near obstacles or in very turbulent
conditions. If necessary, constantly adjust the movements and pressure
on the speed-bar whilst doing the same to the brake lines. This balance is
considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the DOBERMANN 2’s brake lines become
disabled in flight, piloting the wing with the D-risers and weight shifting
will become necessary. The D-lines steer easily because they are not
under much tension, however you will need 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 D-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
running 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