LACY 2 HF
Generally speaking, the reacBons of the wing, which follow over handling, are neither due to the input
made or the intensity, but the length of Bme the pilot conBnues to over handle. You have to allow the
profile to re-establish normal flight speed ager any type of handling.
4.3
USING THE ACCELERATOR
The profile of the LACY 2 HF has been designed to fly stable through its enBre speed range. It is useful to
accelerate when flying in strong winds or in extreme descending air. When you accelerate the wing, the
profile becomes more sensiBve to possible turbulence and closer to a possible frontal collapse. If you feel a
pressure loss, you should release the pressure on the accelerator and pull slightly on the brake lines to
increase the angle of incidence. Remember that you have to re-establish the flight speed ager correcBng
the incidence.
It is NOT recommended to accelerate near to the mountainside or in very turbulent condiBons. If necessary
you will have to constantly adjust the movements and pressure on the accelerator whilst constantly
adjusBng the pressure applied to the brake lines. This balance is considered to be “acBve piloBng.”
The LACY 2 HF risers have been designed without any adjustable, removable or variable device to prevent
and incorrect use of the accelerator system.
4.4
FLYING WITHOUT BRAKE LINES
If, for any reason at all, you cannot use the brake lines of your LACY 2 HF you will have to pilot the wing
using the C-risers and your body weight to fly towards the nearest landing. The C-lines steer easily because
they are not under pressure, however you have to be careful not to over handle them causing a stall or
negaBve turn. To land you have to let the wing fly at full speed and before reaching the ground you will
have to pull symmetrically on both the C-risers. This braking method is not as effecBve as using the brake
lines so you will land at a higher speed.
4.5
KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to inspect the lines before you inflate the wing for take-off.
If you noBce a knot before take-off, immediately stop running and do not take-off.
If you have taken-off with a knot you will have to correct the drig by leaning on the opposite side of the
knot and apply the brake line on that side too. You can gently try to pull on the brake line to see if the knot
becomes unfastened or try to idenBfy the line with the knot in it. Try to pull the idenBfied line to see if the
knot undoes. Be very careful when trying to remove a knot. When there are knots in the lines or when they
are tangled, do not pull too hard on the brake lines because there is an increased risk of the wing to stalling
or negaBve turn being iniBated
Before trying to remove a knot, make sure there are no pilots flying nearby and never try these
manoeuvres near the mountainside. If the knot is too Bght and you cannot remove it, carefully and safely
fly to the nearest landing place.
5.
LOSING HEIGHT
The knowledge of the different descent techniques is an important resource to use in certain situaBons.
The most adequate descent method will depend on the parBcular situaBon.
We recommend that you learn to use these manoeuvres under the tuiBon of a competent school.
WAY Gliders
LACY 2 HF–User’s Manual– version1.3, 03/01/2024
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