Niviuk ICEPEAK EVOX 20, User Manual

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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 ICEPEAK EVOX 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 ICEPEAK EVOX’s profile was designed for stable flight throughout
its entire speed range. The speed-bar 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, 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 angle of attack.
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 ICEPEAK EVOX’s brake lines become
disabled in flight, it will become necessary to pilot the wing with the
D-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 (not acellerated) 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 takeoff 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 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.