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Accelerated flight
Fitting the speed system
The majority of harnesses are fitted with two pulleys per side. Some
(lightweight) harnesses have two simple rings or loops. The speed bar
cords are pulled from top to bottom through both pulleys/rings and fit-
ted to the foot bar.
The correct length adjustment is important. If it is too short, there is
the danger that the wing is constantly accelerated, which should be
avoided at all costs. If the cords are too short there is the risk that the
speed bar is unreachable.
If the cords are set too long, it is not possible to accelerate the wing to
its maximum speed.
We recommend setting the cords a little too long when first fitting the
speed system, so that the free play can be judged during flight. Then
the slack can be taken up if necessary. Brummel hooks with three ho-
les assist with the simple adjustment of the cord length.
Using the speed system
Before take off, or on connecting the risers to the harness, the Brummel
hooks on the speed system must to attached to those on the harness.
Please make it part of your pre-flight routine to connect the speed sys-
tem – it is important for your safety. The IBEX 3 is fitted with a very
effective and smooth-running speed system.
Up to the maximum speed, the glide performance remains very high.
Pitch correction, i.e. active flying, in accelerated flight should not be
performed through the brakes, but using the speed system. Therefore
if the wing pitches forward, the pilot should not brake, but reduce the
acceleration.
In accelerated flight, steering should be performed either by weight-
shift or through asymmetrical speed bar use (by increasing the accele-
ration on the left side, the wing will turn right).
Speed system geometrical data
If the entire range of the speed system is utilised, the A-risers are shor-
tened by approximately 15.5cm in comparison to the C-risers (size S),
14.5cm (size XS) or 12cm (size XXS).
Please note: using
the brakes during
accelerated flight is
not only detrimental to
performance, but (in
comparison to non-ac-
celerated flight) it
increased to likelihood
of collapses!
!
Turning
Turning a wing is the combination of inner brake, outer brake and weight-
shift. The key is the correct dose of each element. One of the features
of the IBEX 3 is its sensitive handling. To fly precise turns, small brake
inputs are sufficient.
In thermals, in addition to the inner brake, we recommend lightly braking
on the outside as well - this helps to control bank and speed of rotation,
i.e. you get better feedback from the wing. Additionally, this increases the
stability of the wing tip.
Tight, controlled turns and smooth direction changes need practise but
should be a skill all pilots have mastered.
Please note:
if the paraglider is no longer steerable using the brake lines
(for example if they have become tangled) then the wing has limited stee-
ring capacity through the C-risers. This, in combination with weight-shift,
still allows reasonable turn correction. Using this technique also permits
a safe landing. The C-risers should not be pulled so hard that they cause
the wing to stall.
Landing
Landing the IBEX 3 is very simple. In turbulent conditions it is advi-
sable to make your approach whilst pulling a little brake in order to
increase stability and to increase the feeling for the wing‘s movement.
Immediately before touchdown (<0.5 meters), the brakes should be
pulled hard – even to the point of stall.
Rapid descent techniques
To quickly lose height, we recommend three possible manoeuvres.
We have ordered these by degree of difficulty:
1) Big ears
To use big ears, both outer A-lines (fitted on a separate riser – split
A-risers) should be pulled down simultaneously. The brake handles (wi-
thout an additional wrap) remain in your hands. As long as the lines are
held down, the wingtips remain folded and this increases the sink rate.
Summary of Contents for Ibex-3
Page 1: ...Manual _DE _EN ...
