User manual / Handbuch / Navod k obsluze
FLEXOR
5.1. Big Ears
Grasp the outside big ears A line on both sides as high up the
line as possible.
Pull the line outwards and downwards whilst allowing your
hands to slightly slide down the line until the wingtips fold back
under the leading edge. Keep the lines taut to stop the wingtips
from reopening until the manoeuvre is finished. Depending on
the size of the big ears that have been initiated, the sink rate can
increase by up to 3–4 m/s. If necessary, it is possible to initiate
small alterations in direction by weight shift control. As soon
as the lines are released, the paraglider should spontaneously
reopen. However, you can speed reopening by „pumping“ the
brakes in a single sweeping movement approximately 30%.
When pumping the brakes it is recommended that one side of
the paraglider be opened after the other. Pulling both brakes
simultaneously to reopen ears may result in a stall.
5.2. Spiral Drive
FLEXOR is a manoeuvrable wing that responds to pilot input
precisely and progressively. To initiate a tight spiral apply one
brake progressively to about 35% and hold it in this position.
The speed of rotation and the brake pressure will increase
progressively and the centrifugal force on the pilot will also
increase. The angle and speed of rotation can be decreased
or increased by releasing or depressing the brake by several
centimetres respectively. Once mastered the spiral dive allows
you to descend at rates greater than 10 m/s. Extremely abrupt
or badly synchronised brake inputs or too-rapid initiation of the
spiral may result in an asymmetrical collapse and/or a spin.
CAUTION:
A deep spiral is a radical manoeuvre. The kinetic
energy generated must be dissipated by slowly releasing the
inside brake throughout, at least, one whole revolution.
5.3. B-line Stall
Grasp the B risers near the quick links and ease them down
symmetrically. Do not snatch them down. The paraglider will
enter a B-line stall and feel to drop backwards before the pilot
stabilises underneath the wing. The descent rate increases to
6 - 8 m/s. To exit the B-line stall raise both hands together in
a single, positive movement so that the risers are at normal
full extension again. On releasing the B-risers, your FLEXOR
should return immediately to normal flight. An adjustment error,
control error or certain meteorological conditions may lead to
a prolonged phase of parachuting. A push on the speed bar
should initiate rapid exit from the B-line stall state. If the speed
bar is not connected, pulling on the A-risers by 4 – 5 cm will
have the same result.
CAUTION:
Unlike big ears and spiral dives (see above) a glider
in a B-line stall is in a true stalled position. For this reason,
a B-line stall should never be performed close to the ground.
6. INCIDENTS
6.1. Asymmetric or Frontal
(Symmetric) Collapses
Despite tests showing that FLEXOR recovers spontaneously
after collapses, active piloting is recommended in the event of
an asymmetric or frontal collapse. Active piloting will reduce the
loss of altitude and a change of direction. If any unstable incident
such as wing collapse, stall or spin is encountered whilst flying
in accelerated mode, it is recommended to return the speed bar
and trimmers to the standard setting to assist recovery.
In the event of a frontal (symmetric) collapse:
• Before automatic reopening occurs, bring both brakes
down swiftly & symmetrically to speed up reopening of the
leading edge, then immediately bring your hands back up
to normal flying position.
In the event of an asymmetric collapse:
• Keep the wing flying as straight as possible by leaning
away from the collapsed side and applying sufficient (just
enough, not too much) brake to maintain course.
• Speed up the reopening of the closed side by a single, positive
input on the brake of the collapsed side & repeat if necessary.
• If flying at maximum speed (trimmers and accelerator)
FLEXOR would exit the collapse with larger amounts of
inertia. The accelerator should immediately be released
and trimmers closed and the pilot should be ready to
anticipate the resulting forward pitch of the wing and damp
any surge appropriately with the use of the brakes to avoid
a further collapse of the leading edge.
6.2. Stalls
Certain pilot behaviour or weather conditions can cause a full
stall. This is a serious deviation from normal flight and can be
difficult to manage. If a stall occurs at less than 100 m above
the ground, throw your reserve parachute.
Main Causes of a Full Stall:
• Poorly timed or excessive use of the brakes when the air
speed of the wing is reduced (e. g. when coming out of a
spiral or speeding up after a B-line stall).
Rain-induced deep or Full stall:
• A soaked or heavily drenched leading edge (from rain or a
cloud) can result in a full stall or Deep stall due to uneven
airflow over the leading edge as a result of rain drops and
an increase of weight to the wing. Reported cases of this
phenomenon are linked to high levels of porosity in the
glider‘s fabric. Whatever the cause, a stall can be either
symmetrical or asymmetric (a spin). In both cases the
brake line travel becomes very short and even small input
may suddenly induce an airflow separation; in some cases
even a gust or a sudden thermal may change the angle
of incidence enough to cause the deep stall. If you find
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