Niviuk PEAK 4, User Manual

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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 stop pushing 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.”
PEAK 4 has been designed with no other adjustable, removable or
variable device that could modify glider’s behavior to prevent an incorrect
use of the product.
4.4 FLYING WITHOUT BRAKE LINES
The PEAK 4is a new generation 2 liner D class glider which allows
piloting with the back risers. The back risers of the PEAK 4 have handles
conceived to do that.
The PEAK 4 allows the classical piloting using only the breaks. However,
piloting using the back risers is now a common technique that allows
reaching more control and precision over the wing while keeping the
glider accelerated without utilizing the breaks.
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 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 pull on the brake line to see if the knot becomes
unfastened or try to identify the line with the knot in it. The identified line
can then be pulled 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 a greater
risk of the wing to stalling or negative turn being initiated
Before trying to remove a knot, make sure there are no pilots flying
nearby and never try these maneuvers near the mountainside. If the
knot is too tight and you cannot remove it, carefully and safely fly 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 maneuvers under the tuition
of a competent school.
5.1 EARS
Big ears are a moderate descent method, reaching –3 or –4 m/s, 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 activate ears take the line 3a3 and simultaneously, smoothly pull them
outward and downward. The wingtips will fold in. Let go of the lines and
the ears will re-inflate automatically. If they do not re-inflate, gently pull
on one of the brake lines and then on the opposite one. We recommend
that you re-inflate asymmetrically, not to alter the angle of incidence,
more so if you are flying near the ground or flying in turbulence.
Please, read this carefully: risk of full stall!!!