10
Normal Flight
Once at a safe height you can release the trimmers for a faster
cruise speed. If your motor has enough power, the Viper 3 will
achieve very good straight line speeds whilst maintaining level
flight with trims fully released and full speed bar applied. Be cau
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tious when releasing the trimmers beyond the upper red line, only
do so in calm conditions.
For better penetration in headwinds and improved glide perfor
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mance in sinking air, crosswinds or headwinds, you should fly
faster than trim speed by using the accelerator system, or the
trimmers. For maximum efficiency whilst flying downwind, release
the speed bar and return the trimmers to the slow position.
By pulling the trimmers to the slow position and applying a small
amount of brake, the Viper 3 will achieve its best minimum-sink
rate; this is the speed to use for thermalling and ridge soaring
whilst free flying.
Turning
To familiarize yourself with the Viper 3 your first turns should be
gradual and progressive.
To make efficient and coordinated turns with the Viper 3 first look
in the direction you want to go and check that the airspace is
clear. Your first input for directional change should be weight-shift,
followed by the smooth application of the brake until the desired
bank angle is achieved. To regulate the speed and radius of the
turn, coordinate your weight shift and use the outer brake.
IMPORTANT: Never initiate a turn at minimum speed (i.e.
with full brakes on) or under full power in a steep climb as
you may risk entering a spin.
The Climb Out
Once in the air you should continue flying into wind whilst gain
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ing height. By setting the trimmers to the first white line position
you will achieve the best climb rate. Do not attempt to climb too
steeply or too quickly by using the brakes or slow trim. The wing
already has a high angle of attitude, coupled with a higher AoA (if
you use the brakes) plus the engine’s full thrust acting on the pilot,
this could contribute to make the glider more prone to stall. Fur
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thermore, in the event of an engine failure the resulting backward
pendulum motion of the pilot and the forward dive of the wing may
bring you back to the ground very hard. Do not initiate turns until
you have sufficient height and airspeed. Avoid low turns downwind
with insufficient airspeed.
The Viper 3 is well damped in roll but under certain circumstances
it is possible for the pilot to induce oscillations. This is caused by
a combination of the engine/propeller torque and pilot weight
shift and/or brake inputs. To stop oscillations it is best to reduce
the power slightly and ensure that you remain static with weight
shift and brake inputs. Once settled you can once again apply full
power. Under full power the torque effect will attempt to gently
turn the wing, using weight shift or adjusting the trims asymmetri
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cally is the best method to correct this.
The handling characteristic of the Viper 3 is truly amazing. We
have worked hard on tuning the wing so that it turns tightly but
also efficiently, as the ability to climb in a turn is very important for
powered and free flight, making the climb out fun and thermalling
easy.
