Niviuk R-BUS, User Manual

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be compensated by weight-shifting to the opposite side of the wing and
applying a slight brake pull to that side. Gently pull the brake line to see
if the knot can be undone or try to locate the problem line. Try pulling
it to see if the knot can be undone. Beware of trying to clear a knotted
line or untangle a line in flight when close to the terrain. If the knot is too
tight and cannot be undone, carefully and safely fly to the nearest landing
zone. Be careful: do not pull too hard on the brake handles because
there will be an increased risk of stalling the wing or entering a negative
spin. Before attempting to clear a knot, make sure there are no other
pilots flying in the vicinity.
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.
To become familiar with the manoeuvres described below, we recommend
practising within the environment of a competent training outfit.
5.1 EARS
Big ears is a moderate descent technique, able to increase the sink rate
to –3 or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angle
of attack and effective wing-loading will also increase due to the smaller
surface area of the wing.
To re-establish forward speed and the correct angle of attack, the pilot
must accelerate once the ears are pulled.
Big ears can be applied until landing but should be released at the
moment of braking.
To activate the ‘Big ears’ manoeuvre, take the outer ‘3 A 4’ line on
each A-riser and simultaneously, smoothly pull them outward and
downward. The wingtips will fold in. Let go of the risers to re-inflate
them automatically. If they do not re-inflate, gently pull on one of the
brake lines and then on the opposite one. We recommend inflating the
wing tips asymmetrically, without major change to the angle of attack,
especially when flying near the ground or flying in turbulence.
The split A’ line, which is where the ‘3 A 4’ line originates, is specially
designed for the big ears manoeuvre so that it can be performed easily
and without errors.
5.2 SPIRAL DIVE
This is a more effective way to rapidly lose altitude. Beware that the wing
will experience and be subjected to a tremendous amount of descending
and rotating speed (G-force), which can cause a loss of orientation
and consciousness (blackout). This manoeuvre must therefore be done
gradually to increase one’s capacity to resist the G-force exerted on
the body. With practise, a pilot will fully appreciate and understand it.
Only practise this manoeuvre at high altitude and with enough ground
clearance.
To start the manoeuvre, first weight shift and pull the brake handle
located on the inner side of the turn. The intensity of the turn can be
controlled by braking slightly using the outer brake handle.
A paraglider flying at its maximum rotating speed can reach –20 m/s, or
the equivalent of a 70 km/h vertical descent, and will stabilise in a spiral
dive from 15 m/s onwards.
Good enough reasons to familiarise yourself with the manoeuvre and
understand how to exit it.
To exit this manoeuvre, the inner brake handle (down side of the turn)
must progressively be relaxed while momentarily applying tension to the
outer brake handle opposite to the turn. The pilot must also weight shift