Niviuk KOYOT 3, User Manual

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4.4 FlYiNG WiTHouT BrAke liNes
if, for any reason at all, the koYoT 3’s brake lines become disabled in
flight, piloting the wing with the ‘C’ risers and weight shifting will become
necessary. The C-lines steer easily because they are not under much
tension, however you will need to be careful and not handle them too
heavily to cause a stall or negative turn. 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
running phase, immediately abort the launching 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
apply a slight brake pull to that side. Gently pull the toggle 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. do not pull too hard on the toggles for there will
be an increased risk of stalling the wing or enter a negative turn.
Before trying to remove a knot, make sure there are no pilots flying
nearby, and never try these attempts close to the obstacles. if the knot
is too tight and cannot be removed, carefully and safely fly to the nearest
landing zone.
5. losiNG AlTiTude
knowledge of different descent techniques is important and could be
extremely useful to have. The most adequate descent method will vary
depending on any particular situation.
We recommend learning these manoeuvres within a competent school
environment.
5.1 eArs
Big ears is a moderate descent technique enabling altitude losses of
about –3 to –4 m/s and a ground speed reduction between 3 and 5 km/h.
effective piloting then becomes limited once the manoeuvre has been
activated. The angle of incidence and wing loading also increases. push
on the accelerator/speed-bar to restore the wing’s initial air speed and
angle of attack.
To enter a ‘Big ears’ configuration, simultaneously pull on 3A3 (outer
‘A’ lines)lines simultaneously/smoothly outward and downward. The
wingtips will fold in. let go of the lines to reopen the tips to a default
configuration. if they do not re-inflate, gently pull on one of the brake
lines and then on the opposite one. We recommend inflating the wing
tips asymmetrically, not to alter the angle of incidence, especially when
flying near the ground or flying in turbulence.
The 3A3 line is attached to the A’ riser and used to pull ‘ears’ effectively.
5.2 B-liNe sTAll
When carrying out this manoeuvre, the wing stops flying, loses all
horizontal speed and the pilot is no longer in control of the paraglider.
The airflow over the profile is interrupted and the wing enters a situation
similar to parachuting.
To enter this manoeuvre, the ‘B’ risers are handled below the maillons
and symmetrically pulled down together (approx. 20-30 cm) and
then held to this position. The initial phase is quite physical (high pull