User manual / Handbuch / Navod k obsluze
FLEXOR
FLEXOR 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 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 fuel efficiency whilst flying downwind, set the trimmers
to the slow setting and do not use the speed bar. With trimmers
set to the standard position and applying the brakes approximately
15%, FLEXOR will achieve its best minimum-sink rate.
4.7. Turning
FLEXOR 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). Whilst in fully accelerated mode,
(full speed bar & full out trimmers), the brakes should not be
used to turn the wing since the wing becomes inefficient. This
combination may destabilise the Skyflex foil when brakes are
sharply applied or/and in the turbulent air mass.
The Tip Steering control, located on the D riser, is designed
to turn the wing when the trimmers and accelerator are used
together. However, the tip steering controls can be used for
steering when flying normally at all speed configurations.
To operate the tip steering controls, first release the brake
handles from your hands before attempting operation of the tip
steering controls. The controls give a positive turn rate with a
recommended operational range of approximately 0 – 40 cm. It
is not recommended to attempt a landing or flair out using the
tip steering controls.
4.8. Active Flying
FLEXOR has been designed with a Skyflex reflex profile. It
will resist reasonable levels of turbulence without pilot input.
However in stronger turbulence (which should be anyhow
avoided if possible) we recommend that the trimmers are
returned to the standard position and that the speed bar is not
used. Fly the wing actively.
The key elements of effective active flying are the correct use
of 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 to their original
position. Avoid flying with continuous amounts of brake in rough
air as you could inadvertently stall the wing. Always consider
your airspeed and fly at a safe altitude.
IMPORTANT:
No pilot and no glider are immune to collapses. In
severe turbulence active flying will help to reduce any tendency
to collapse. When the conditions are very turbulent, be more
active and anticipate the movements of your wing and remove
yourself from the area of turbulence. Always be aware of your
altitude and do not over-react. We advise you to keep hold of
your brakes at all times and not to fly in turbulent conditions in
the first instance.
It is tempting to accelerate the wing in these circumstances
to activate the SAFS and to feel more collapse resistant.
This will make the wing less likely to collapse but, if the wing
flies outside of its safe operating limit and does collapse, the
ensuing collapse is likely to be highly dynamic, more so than if
flying on standard trim.
4.9. Landing
We recommend ensuring that trimmers are returned to the slow
position for most landings. Landing is possible unpowered or
powered. FLEXOR has good flair out characteristics and the
amount of flair should be matched to the amount of wind. Avoid
making any large control inputs below 30 metres and set up into
wind as early as possible.
When landing in nil to light wind, choose the slow trim speed
setting and retain all airspeed until the point of flair. When
landing in moderate wind conditions, the ground speed is
reduced so simple and progressive application of the brakes
will be enough for a perfect landing. Avoid a hard flair as the
glider may climb. In moderate to strong winds, landing with
open or half open trimmers is possible, but it will be necessary
to balance the application of the brakes skilfully to initiate the
correct flair.
5. RAPID DESCENT
TECHNIQUES
As a general rule, in order to descend, fly away from areas of
lift. Flying at faster speeds will also enable you to descend
quicker. If, for whatever reason, you are taken unawares by
the development of conditions, you may consider using the
following techniques to increase your sink rate further.
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