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However, piloting using the back risers is now a common technique that
allows reaching more control and precision over the wing while keeping
the glider accelerated without utilizing the breaks.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines
before you inflate the wing for take-off. If you notice a knot before take-
off, immediately stop running and do not take off.
If you have taken off with a knot you will have to correct the drift by
leaning on the opposite side of the knot and apply the brake line on that
side too. You can gently pull on the brake line to see if the knot becomes
unfastened or try to identify the line with the knot in it. The identified line
can then be pulled to see if the knot undoes. Be very careful when trying
to remove a knot. When there are knots in the lines or when they are
tangled, do not pull too hard on the brake lines because there is a greater
risk of the wing to stalling or negative turn being initiated
Before trying to remove a knot, make sure there are no pilots flying
nearby and never try these manoeuvres near the mountainside. If the
knot is too tight and you cannot remove it, carefully and safely fly to the
nearest landing place.
5. LOSING HEIGHT
The knowledge of the different descent techniques is an important
resource to use in certain situations. The most adequate descent method
will depend on the particular situation.
We recommend that you learn to use these manoeuvres under the tuition
of a competent school.
5.1 EARS
Big ears are a moderate descent method, reaching –3 or –4 m/s, speed
reduces slightly between 3 and 5 km/h and piloting becomes limited. The
angle of incidence and the surface wing load also increases. Push on
the accelerator to restore the wing’s horizontal speed and the angle of
incidence.
To activate big ears take either the big ear pulley or outer most line
on each A risers and simultaneously, smoothly pull them outward and
downward. The wingtips will fold in. Let go of the lines and the big ears
will re-inflate automatically. If they do not re-inflate, gently pull on one of
the brake lines and then on the opposite one. We recommend that you
re-inflate asymmetrically, not to alter the angle of incidence, more so if
you are flying near the ground or flying in turbulence.
Please, read this carefully: risk of full stall!!!
The ICEPEAK 6 has a relatively short brake travel and it should be
noted that by reaching for the A3 line to make big ears it is possible
to apply brake pressure without realising it. The same happens whilst
pulling down the A3 line to make the ears. This can obviously lead to a
significant speed decrease.
The ICEPEAK 6 has a new high arch concept and applying ears induces
more resistance. With this new arch, the ears don’t stick but they do tend
to “hang”. Because of this, there will be more resistance, compared to
ears on a standard glider.
The ICEPEAK 6 is designed with little cord, which is good innormal flight
conditions.However on the other hand the glider could get into trouble
when recovering normal speed if it is allowed ears and achieve an
extreme angle of incidence.
These are 3 particularities, which together with turbulent conditions could
cause an unintentional stall.
