Niviuk ARTIK P, Руководство пользователя

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speed range. It is useful to accelerate when flying in strong winds or in
extreme descending air. When accelerating the wing, the profile becomes
more sensitive to turbulence and closer to a possible frontal collapse.
If a loss in internal wing pressure is felt, tension on the accelerator
should be reduced to a minimum and a slight pull on the brake lines is
recommended to increase the wing’s incidence angle. Remember to re-
establish the flight speed after correcting the incidence.
It is NOT recommended to accelerate near to the mountainside or in very
turbulent conditions. If necessary you will have to constantly adjust the
movements and pressure on the accelerator whilst constantly adjusting
the pressure applied to the brake lines. This balance is considered to be
‘active piloting’.
The ARTIK P risers were designed without any adjustable, removable or
variable device to prevent an incorrect use of the accelerator system.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the ARTIK P’s brake lines become disabled in
flight, piloting the wing with the ‘C’ risers and weight shifting will become
necessary. The C-lines steer easily because they are not under much
tension, however you will need to be careful and not handle them too
heavily to cause a stall or negative turn. The wing must be flown at full
speed during the landing approach, and the ‘C’ risers will have to be
pulled symmetrically all the way down shortly before contact with the
ground. This braking method is not as effective as using the brake lines,
and hence will land with a higher ground speed.
4.5 KNOTS IN FLIGHT
The best way to avoid these knots and tangles is to thoroughly inspect
the lines as part of a systematic Pre-flight Check. If a knot is spotted
during the running phase, immediately abort the running phase and stop.
If inadvertently taking off with a knotted line, the glider drift will need
to be compensated by weight-shifting to the opposite side of the wing
and apply a slight brake pull to that side. Gently pulling the toggle line
to see if the knot can be undone or try to locate the line with the knot.
Try pulling the identified line to see if the knot can be undone. Beware of
trying to clear a knotted line or untangle a line in flight. Do not pull too
hard on the toggles for there will be an increased risk of stalling the wing
or enter a negative turn.
Before trying to remove a knot, make sure there are no pilots flying
nearby, and never try these attempts close to the mountainside. If the
knot is too tight and cannot be removed, carefully and safely fly to the
nearest landing zone.
5. LOSING ALTITUDE
Knowledge of different descent techniques is important and could be
extremely useful to have. The most adequate descent method will vary
depending on any particular situation.
We recommend learning these manoeuvres within a competent school
environment.
5.1 EARS
Big ears is a moderate descent technique, achieving about –3 to –4 m/s
and a ground speed reduction between 3 and 5 km/h. Effective piloting
then becomes limited once the manoeuvre has been activated. The angle
of incidence, and wing loading also increases. Push on the accelerator/
speed-bar to restore the wing’s initial air speed and the angle of attack.
To enter a ‘Big Ears’ configuration, simultaneously pull on ‘4A2’ lines and
simultaneously, smoothly pull them outward and downward. The wingtips
will fold in. Let go of the lines to reopen the wing tips to a default