Niviuk LINK 23, User Manual

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11
Wing tangle
Of all the possible situations, which you may encounter while flying the
LINK, this is the least probable one of all. The well-proportioned ratio and
well calculated positioning of the line cascades ratify this fact.
A wing tangle may happen after an asymmetric collapse, the end of the
wing is trapped between the lines (Cravat). This situation could rapidly
cause the wing to turn, although it depends on the nature of the tangle.
The correction manoeuvres are the same as those applied in the case
of an asymmetrical collapse, control the turn tendency by applying the
opposite brake and lean your body against the turn. Then locate the line
that reaches the stabilizer that is trapped between the other lines. This line
has a different colour and belongs to the external lines of the C riser.
Pull on this line until it is tense, this should help to undo the wing tangle.
If you cannot undo the tangle, fly to the nearest possible landing spot,
control the flying course with your body movements and a little pressure
on the opposite brake. Be careful when attempting to undo a tangle if you
are flying near a mountainside or near to other paragliders you may lose
control of the flying course and a collision may occur.
Over handling
Most flying incidents are caused by incorrect actions of the pilot, which
in turn creates abnormal flying configurations, usually a cascade of
incidents. You must to remember that over handling the wing will lead to
critical levels of functioning. The LINK is designed always to try to recover
normal flight by itself, do not try to over handle it.
Generally speaking the reactions of the wing which follow over handling
are neither due to the input made or the intensity but the length of time
the pilot continues to over handle. You have to allow the profile to re-
establish normal flight speed after any type of handling.
4.3 USING THE ACCELERATOR
The profile of the LINK has been designed to fly stable through its entire
speed range. It is useful to accelerate when flying in strong winds or
in extreme descending air. When you accelerate the wing, the profile
becomes more sensitive to possible turbulence and closer to a possible
frontal collapse. If you feel a pressure loss, you should release the
pressure on the accelerator and pull slightly on the brake lines to increase
the angle of incidence. Remember that you have to re-establish the flight
speed after correcting the incidence.
It is NOT recommended to accelerate near to the mountainside or in very
turbulent conditions. If necessary you will have to constantly adjust the
movements and pressure on the accelerator whilst constantly adjusting
the pressure applied to the brake lines. This balance is considered to be
“active piloting.”
If we choose to fly with the trimmers opened while using the accelerator
you must fly actively.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, you cannot use the brake lines of your LINK you
will have to pilot the wing using the D-risers and your body weight to
fly towards the nearest landing. The D-lines steer easily because they
are not under pressure; you have to be careful not to over handle them
causing a stall or negative turn. To land you have to let the wing fly at full
speed and before reaching the ground you will have to pull symmetrically
on both the D-risers. This braking method is not as effective as using the
brake lines so you will land at a higher speed.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines
before you inflate the wing for take-off. If you notice a knot before
takeoff, immediately stop running and do not takeoff.
If you have taken-off with a knot you will have to correct the drift by
leaning on the opposite side of the knot and apply the brake line on
that side too. You can gently try to pull on the brake line to see if the
knot becomes unfastened or try to identify the line with the knot in it.
Try to pull the identified line to see if the knot undoes. Be very careful