14
15
• or weight shift to the opposite side until the pressure returns.
After that, again release the brake and/or weight shift to the
neutral position and let the glider fly normally.
The key in all cases is to avoid an over-correction and not to
maintain any correction longer than necessary. After each action
let the glider fly normally again. To re-establish its required flying
speed. You can train or get a feeling for most of these movements
safely on the ground while ground handling your glider. Good
coordination of your movements and coordination with the wing
on the ground will enable you a quick progression when actively
flying in the air. The next step is to attend SIV courses where you
should also get a better understanding of the full brake range and
the glider’s speeds.
Flying in turbulence
Wing deflations can occur in strong turbulence. King 2 is
designed and tested within EN-D certification rules it means
it needs a pilot’s input for faster to recover from deflations.
King 2 is designed and tested to recover without the pilot’s
input in almost all situations by simply releasing the brakes and
letting the glider fly. To train and understand all the maneuvers
described, attend SIV courses.
Cascade of events
Many reserve deployments are the result of a cascade of over-
correction by the pilot. Over-corrections are usually not problematic
because of the input itself or its intensity, but due to the length
of time, the pilot continues to over-handle. After every input, you
have to allow the wing to re-establish its normal flying speed.
Note that over-corrections are often worse than no input at all.
Asymmetric deflations
Strong turbulence may cause the wing to collapse asymmetrically.
Before this occurs the brake lines and the feeling of the harness
will transmit a loss of pressure to the pilot. This feedback is used
in active piloting to prevent a collapse. If the collapse does occur,
King 2 will easily re-inflate without the pilot’s reaction, but the
wing will turn towards the collapsed side. To prevent this from
happening turn and actively recover the asymmetric collapse by
weight shifting and applying appropriate brake input on the side
that is still flying. Be careful not to over-brake your wing’s flying
side. This is enough to maintain your course and give the glider
enough time to recover the collapsed side by itself. To actively
reopen the collapsed side after course stabilization, pull the brake
line on the collapsed side firmly and release it. You can do this
several times with a smooth pumping motion. After the recovery,
release the brake lines for your glider to regain its trim speed. You
must be aware of the fact that asymmetric collapses are much
more radical when flying accelerated. This is due to the difference
in weight and the inertia of the canopy and the pilot hanging below.
Symmetric deflations
Symmetric or frontal deflations will normally reopen immediately
by themselves without the pilot’s input. The glider will then regain
its airspeed accompanied by a small surge forwards. To actively
control this event, apply both brakes slightly when the collapse
occurs and then instantly release the brakes to let the glider fly.
Be prepared to compensate for the glider’s slight surge forward
while returning to normal flying.
Wing tangle, cravat
A cravat is very unlikely to happen with the King 2, but it may occur
after a severe deflation or in a cascading situation when the wing
tip gets caught in the glider’s lines. A pilot should be familiar with
the procedure of handling this situation with any glider. As King
2 glider is a glider without main stabilo line. Outer B3 line has to
be pulled down- Familiarize yourself with the stabilizer’s main
line (“Stabilo” line (outside line on B riser) already on the ground.
If a cravat occurs, the first thing to do is to try to keep the glider
flying on a straight course. Do this by weight shifting and counter
braKing 2 the untangled side. After that, grab the stabilizer’s main
line on the tangled side and pull it down until it becomes tight
again. At this point the cravat normally releases itself.
Possible solutions of the cravat situations (consult your SIV
instructor):
• Pulling the wing tip B3 “stabilo” line
• Using a full stall, but it is essential to be very familiar with this
manoeuvre. You also want to have a lot of relative height.
• If you are in a situation where you have a cravat and you are
low in rotation or even with twisted risers, then the only solution
is the reserve parachute.
Negative spin
In normal flight, you are far from a negative spin. But, certain
circumstances may lead to it. Should this occur, just release the
brake lines progressively and let the wing regain its flying speed.
Be prepared for the glider to surge forward, compensating the
surge with brake input if necessary.
Full stall
A full stall does not occur unintentionally on its own – it happens
if you pull both brakes for 100% and hold them. The wing then
performs a so-called full stall. Releasing the brakes improperly may
lead to a massive surge of the glider with the danger of falling into
the canopy. This is a complex maneuver and as such outside the
scope of this manual. You should practice and learn this maneuver
only on a SIV course under professional supervision.
Deep stall
Generally when in a deep stall, the wing has no forward motion and
at the same time high sink speed. When in deep stall the wing is
almost fully inflated. With King 2 it is very unlikely to get into this
situation unintentionally. This could possibly happen if you are flying
at a very low speed in turbulent conditions. Also, the porosity of
the material and line stretch on a very old glider can increase the
possibility of the deep stall tendency. If you trained this maneuver
on a SIV course you would realize that it is very hard to keep the
King 2 in a deep stall. If you apply the brakes a little bit too much
you enter the full stall. If you release the brakes just a little bit too
much the wing returns to normal flight. If you want to practice the
deep stall on SIV courses, you need to master the full stall first.
