Niviuk PEAK 23, User Manual

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continues to over handle. You have to allow the profi le to re-establish normal
fl ight speed after any type of handling.
4.3 USING THE ACCELERATOR
The profi le of the PEAK has been designed to fl y stable through its entire
speed range. It is useful to accelerate when fl ying in strong winds or in
extreme descending air. When you accelerate the wing, the profi le 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 fl ight 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.”
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, you cannot use the brake lines of your PEAK you will
have to pilot the wing using the C-risers and your body weight to fl y towards
the nearest landing. The C-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 fl y at full speed and before
reaching the ground you will have to pull symmetrically on both the C-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 infl ate the wing for take-off. If you notice a knot before take off,
immediately stop running and do not take-off.
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 identifi ed line to
see if the knot undoes. Be very careful when trying to remove a knot. When
there are knots in the lines or when they are tangled, do not pull too hard on
the brake lines because there is an increased risk of the wing to stalling or
negative turn being initiated
Before trying to remove a knot, make sure there are no pilots fl ying nearby
and never try these manoeuvres near the mountainside. If the knot is too tight
and you cannot remove it, carefully and safely fl y to the nearest landing place.
5. LOSING HEIGHT
The knowledge of the different descent techniques is an important resource
to use in certain situations. The most adequate descent method will depend
on the particular situation.
We recommend that you learn to use these manoeuvres under the tuition of a
competent school.
5.1 EARS
Big ears are a moderate descent method, reaching –3 or –4 m/s, ground
speed reduces slightly between 3 and 5 km/h and piloting becomes limited.
The angle of incidence and the surface wing load also increases. Push on the
accelerator to restore the wing’s horizontal speed and the angle of incidence.
To pull big ears take the outermost A-lines of both stabilizers as high up as
possible and pull on them outward and downward. The wingtips will fold in.
Let go of the lines and the big ears will re-infl ate automatically. If they do not
re-infl ate, gently pull on one of the brake lines and then on the opposite one.
We recommend that you re-infl ate asymmetrically, not to alter the angle of
incidence, more so if you are fl ying near the ground or fl ying in turbulence.