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should note that the wrong inputs can lead to loss of control of the glider.
The X-ONE 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 X-ONE’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 X-ONE’s brake lines become disabled in flight,
it will become necessary to pilot the wing with the C-risers and weight
shifting until landing. The C-risers 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 C-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 take off
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 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.
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.
5.1 EARS
Big ears is a moderate descent technique, able to increase the sink rate
to –3 or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angle
of attack and effective wing-loading will also increase due to the smaller
surface area of the wing.
Standard technique
Summary of Contents for ICEPEAK X-ONE
Page 1: ...ICEPEAK X ONE User s manual...
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