SKY PARAGLIDERS CIMA PWR L, User Manual

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CIMA Pwr
User manual / Handbuch / Manuel / Návod k obsluze
bulent air the wing is most stable on its slowest setting, i.e. with
trimmers in the standard position and no accelerator applied.
To activate them the pilot should gently push the “trimmers”
cam lock to allow the straps to slide, lowering the angle of
attack. Release the cam lock to lock the straps at the desired
setting. To tighten the trimmers, to increase the angle of attack,
the pilot should pull the straps down vertically until the desired
setting is achieved. Trimmers must be activated and deactivat-
ed symmetrically .
4.4 Operation of Speed Bar
Use of the speed bar increases the maximum speed of the
paraglider by up to 30% of the trim speed by lowering the angle
of attack.
The speed bar is a foot operated system. Pushing the bar
with your feet will activate the system. Releasing the bar will
deactivate the system.
Use of the speed system does reduce the angle of attack
and therefore there is an increased risk of a frontal (or asymmet-
ric) collapse. For this reason we do not advise use of the speed
bar near to the ground or in turbulent air.
Permissible in-Flight speed setting/steering
of combined controls
Accelerator Trimmers Brakes
YES YES NO
YES NO YES
NO YES YES
4.5 The Climb Out
Once in the air you should continue flying into wind whilst gain-
ing height. By setting the trimmers to the standard position you
will achieve the best climb rate. Do not attempt to climb too
steeply or too quickly by using the brakes. The wing already has
a high angle of attitude, coupled with a higher angle of attack
(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. Furthermore, in the event of an engine failure, the resulting
backward pendulum motion of the pilot and the forward dive
of the wing can result in a momentary dive until the wing and
pilot reach pendulum stability once again, possibly resulting in
ground impact if there is insufficient altitude.
Do not initiate turns until you have sufficient height and air-
speed. Avoid low turns downwind with insufficient airspeed.
The CIMA PWR is well damped in roll but under certain cir-
cumstances 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 re-
main 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 trimmers asymmetrically is the best method
to correct this.
NOTE: Using the trimmers asymmetrically will invalidate
certification.
4.6 Normal Flight
Once at a safe altitude you can select your cruising speed. The
faster you trim the wing, the more fuel your motor will consume
to maintain level flight. For better penetration into headwinds
and improved glide performance in sinking air or crosswinds,
you should fly faster than trim speed by using the accelerator
system, and or the trimmers.
For maximum efficiency whilst flying downwind, set the trim-
mers to the standard setting and do not use the speed bar.
With trimmers set to the standard position and applying the
brakes approximately 15%, the CIMA PWR will achieve its best
minimum-sink rate.
4.7 Turning
Cima PWR is designed to turn efficiently and will turn without
the need for weight-shift piloting if you choose. Your wing is
not only designed to turn rapidly (with approx. 30% brake) but
also to fly slowly in order to help identify areas of lift (for efficient
climb rates) and to maintain a flatter turn to minimize sink rate
during the turn (with 15% brake).
4.8 Active Flying
Cima PWR has been designed with a stable profile. It will re-
sist reasonable levels of turbulence without pilot input. However
in stronger turbulence we recommend that you return the trim-
mers to the standard position and do not use the speed bar.
Fly the glider actively.
The key elements of effective active flying are pitch control
and pressure control:
In turbulent air, if the glider pitches in front of you, use the
brakes to arrest the pitch. Equally, if the glider pitches behind
you, release the brakes to allow it to speed up and return above
you head. In severe turbulence, flying with a small amount of
brake applied (approx. 20cm) will give you tension in the brakes
and feedback from the wing. In turbulent conditions the internal
pressure of the wing can change and you can feel this through
the brakes. The aim is to maintain a constant pressure through
the brakes. If you feel a loss in pressure apply the brakes until
normal pressure is resumed then raise your hands swiftly back
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