Niviuk LINK 2, User Manual

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from one size of wing to another, and even within the same size the
behaviour and reactions may be different depending on the wing-loading.
In the test report, you will find all the necessary information on how to
handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these manoeuvres in
real flight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the LINK 2’s profile stability, strong turbulent air may cause
the wing to collapse asymmetrically in very strong turbulence, especially
if you do not fly actively and prevent the collapse. In this case the glider
conveys a loss of pressure through the brake lines and the harness.
To prevent the collapse from happening, pull the brake handle on the
affected side of the wing. It will increase the incidence of the wing
(angle of attack). If the collapse does happen, the LINK 2 will not react
violently, the turning tendency is gradual and easily controlled. Weight-
shift toward the open, flying side (the opposite side of the collapse) to
keep the wing flying straight, while applying light brake pressure to that
side if necessary. Normally, the collapsed side of the wing should then
recover and reopen by itself. If it does not, then pull the brake handle on
the collapsed side decisively and quickly all the way (100%) down. You
may have to repeat this pumping action to provoke the re-opening of the
deflated glider side. Do not over-brake or slow down the flying side of the
wing (control the turn). Once the collapsed side is open make sure you
return to normal flying speed.
Frontal collapse
Due to the LINK 2’s design, in normal flying conditions frontal collapses
are unlikely to take place. The wing’s profile has great buffering abilities
when dealing with extreme incidence changes. A frontal collapse
may occur in strong turbulent conditions, entering or exiting powerful
thermals. Frontal collapses usually re-inflate without the glider turning,
but a symmetrically applied quick braking action with a quick deep pump
of both brakes will accelerate the re-inflation if necessary. Release the
brake lines immediately to return to default glider air speed.
Negative spin
A negative spin does not conform to the LINK 2’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 LINK 2. 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 LINK 2 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 is done.
When entering a stall, remain clear-headed and ease off the brake lines