Niviuk LINK 23, User Manual

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10
4.2 POSSIBLE CONFIGURATIONS
Asymmetric collapse
In spite of the great stability of the profile of the LINK, heavy turbulent
conditions may cause part of the wing to collapse asymmetrically. This
usually happens when the pilot has not foreseen this possible reaction
of the wing. When the wing is about to experience an asymmetric
collapse the brake lines and the harness will transmit a loss of pressure
to the pilot. To prevent the collapse from happening, pull the brake line
corresponding to the compromised side of the wing, this will increase the
angle of incidence. If the collapse does happen the LINK will not react
violently, the turn tendency is very gradual and it is easily controlled.
Lean your body towards the side that is still flying in order to counteract
the turn and to maintain a straight course, if necessary slightly slow down
the same side. The collapse will normally open by itself but if that does
not happen, pull completely on the brake line on the side, which has
collapsed (100%). Do this with a firm movement. You may have to repeat
this operation to provoke the re-opening. Take care not to over brake on
the side that is still flying (turn control) and when the collapse has been
solved; remember to let the wing recover its flying speed.
Symmetric collapse
In normal flying conditions the design of the LINK ensures that a
symmetric collapse is quite improbable.
The profile of the wing has been designed to widely tolerate extreme
changes in the angle of incidence. A symmetric collapse may occur in
heavy turbulent conditions, on entry or exit of strong thermals or lack
of adapting the use of the accelerator to the prevailing air conditions. If
a symmetrical collapses occurs you can symmetrically apply the brake
lines with a quick deep pump to quicken the re-inflation. Release the
brake lines immediately to recover optimum flight speed.
Negative spin
This configuration is out of the normal flight behaviour of the LINK. Certain
circumstances however, may provoke this configuration such as trying to
turn when the wing is flying at very low speed (while heavily braking). It is
not easy to give any recommendations about this situation since it varies
depending on the circumstances. Remember that you should restore the
relative air speed over the wing. To achieve this, progressively reduce
the pressure on the brake lines and let the wing gain speed. The normal
reaction would be a lateral surge with a turn tendency no greater than
360º before restoring to normal flight conditions.
Parachutal stall
If it does happen, the feeling would be that the wing would not be
advancing; you would feel a kind of instability and a lack of pressure
on the brake lines, although the canopy would appear to be correctly
inflated. The correct reaction would be to release the pressure on the
brake lines and push the A lines forward or rather lean your body to any
side WITHOUT PULLING ON THE BRAKE LINES.
Deep stall
The possibility of the LINK falling into this configuration during normal
flight is very unlikely. This could happen if you are flying at a very low
speed, whilst over steering in a number of manoeuvres and in turbulent
conditions. To provoke a deep stall you have to take the wing to minimum
flight speed by symmetrically pulling the brake lines, when you reach this
point, continue pulling until you reach 100% and then hold. The glider
will first fall behind you and then situate itself above you, rocking slightly,
depending on how the manoeuvre was carried out. When you start to
provoke a stall, be positive and commit with your brakes.
Do not release the brake lines when half way through the manoeuvre.
This would cause the glider to surge violently forward with great energy
and may result in the wing below the pilot. It is very important that the
pressure on the brake lines is maintained until the wing is well established
vertical above.