Advance acoustic EPSILON 8 23, Руководство пользователя

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Collapses
Asymmetric collapse of the wing
The EPSILON 8 has a very stiff and stable canopy. With an active flying
technique collapses can be almost completely prevented in normal
flying conditions.
If the glider does, however, suffer a side collapse at trim speed, it will
respond to a collapse of more than 50% of the whole wing with moder-
ate turning, allowing heading to be easily held with light counter-steer-
ing. Normally, the wing will reopen without pilot action.
Due to higher aerodynamic forces during accelerated flight the glider
will respond to a side collapse with more energy. But the turning ten-
dency in fully accelerated flight is unspectacular and slow.
If a collapse is slow to reopen, a deep, fast but brief pull on the fold-
ed side brake will help. Here it is important to completely release the
brake again to let the glider keep its flying speed. Be careful with the
brake on the open side, and only apply enough to keep straight – so
as not to stall the wing. This side is providing the lift necessary to keep
the glider flying under control.
Poorly flown wingovers can cause a wingtip to fold inwards from the
side, causing it to catch in the lines and create a cravat. Due to the
high drag they produce cravats can lead to strong turning ( spiralling ).
Prevent this from developing by using just enough (but no more)
outside brake. Then open the cravated wingtip by pulling the orange
stabilo line. Clearing a cravat can be also done more quickly by ‘pump-
ing’. Apply 75% of brake on the affected side within a maximum of two
seconds, then release immediately.
Symmetrical collapse ( frontstall )
Following a symmetrical collapse, whether spontaneous or deliberately
provoked by using the A-risers (all three blue lines on each side), nor-
mal airflow will break away from the profile and the paraglider will pitch
back. The pilot swings back under the wing after a short delay. Wait,
without applying brake, until the wing is again overhead and resumes
forward flight. After a big collapse this reopening can take a little time.
Reopening should not be forced by overreaction with the brakes; this
will raise the risk of fullstall.
Caution: After a very impulsively provoked front collapse in
accelerated flight (e.g. during SIV training) it is possible that the
front of the canopy will not open completely by itself. In this case
reopening should be helped with a brief brake input, in which
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