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For these 3 manoeuvres and for all other phases of flight, we strongly
recommend keeping the toggles in the hands which enables an instant return
to conventional piloting.
The emergency manoeuvres should only be used when necessary. After a
while they weaken the lines, the ribs and the attachment points.
Attention is drawn to the risk involved when spiralling with a lot of big ears
pulled on. This can increase the load considerably on the front lines to the
centre of the wing and weaken them prematurely : therefore only use this
technique when really necessary and have the strength tested subsequently in
our work shop.
TURNING AND AVOIDING ACTION
The most efficient turns are obtained by a transfer of weight in the
harness towards the inside of the turn accompanied by action on the control.
Once in the turn the adjustment is easily managed using the outside control.
In thermal flight, the turns are corrected mainly from the harness :
- tipping weight to the outside: to flatten the turn and improve sink rate
- tipping weight to the inside: to incline and accelerate the turn.
An avoiding action is taken by smoothly applying the control on the inside of
the turn.
LANDING AND COLLAPSING
THE WING IN CASE OF STRONG WIND
At the moment of landing in a strong wind, as soon as the wing is
stable, the pilot should release the brakes and grab the "C" risers to pull down
the wing symmetrically.
FLYING TURBULENCE
AND FLYING INCIDENTS
Flying in turbulence should be avoided at all cost. Study the books on
aerology to learn to predict turbulent conditions (strong winds, turbulence due
to obstacles, wake turbulence, rotors, leeside thermals, foehn effect, over
developed clouds, etc...).
If however you do get caught in turbulence, there is only one thing to do:
reduce your speed (30 to 50% brakes).
. incidence is increased (less risk of the leading edge going into
negative incidence )
. the pendular effect will be damped in the transition,
. the wing, in the case of a deflation, will reinflate immediately
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