Niviuk ICEPEAK X-ONE, User Manual

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11
Negative spin
A negative spin does not conform to the X-ONE’s normal flight behaviour.
Certain circumstances however, may provoke a negative spin (such as
trying to turn when flying at very low air speed whilst applying a lot of
brake). It is not easy to give any specific recommendation about this
situation other than quickly restoring the wing’s default air speed and
angle of attack by progressively reducing the tension on the brake lines.
The normal wing reaction will be to have a lateral surge on the re-
accelerated side with a rotation not greater than 360º before returning to
default air speed and a straight flight path trajectory.
Parachutal stall
The possibility of entering or remaining in a parachutal stall have been
eliminated from the X-ONE.
A parachutal stall is virtually impossible with this wing. If it did enter into
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 X-ONE 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 was done.
When entering a stall, remain clear-headed and ease off the brake lines
until reaching the half-way point of the total the brake travel. The wing will
then surge violently forward and could reach a point below the pilot. 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. It is important not to use too
much brake at that moment, since the paraglider needs to regain speed
to exit the stall. 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
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 on this line until it is taught, as it should help undo 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