Niviuk HOOK 4 P Series, Руководство пользователя

Страница: 10 / 24

10
ensure a trouble free take-off.
3.6 LANDING
The HOOK 4 P lands excellently, it transforms the wing speed into lift at
the pilot’s demand, allowing an enormous margin of error. You will not
have to wrap the brake lines around your hand to get greater braking
efficiency.
4. IN FLIGHT
4.1 FLYING IN TURBULENCE
The HOOK 4 P has an excellent profile design made to withstand various
weather conditions, hence enabling the pilot to take advantage of its
stability for greater piloting efficiency. It behaves impeccably in passive
flight mode, thus offering a high level of safety in turbulent conditions.
Nonetheless, the pilot always has to fly according to the prevailing
weather conditions, and the pilot is the ultimate safety factor.
We recommend that the pilot to anticipate every move, understands the
air mass and flies actively to make appropriate corrections with the right
input amount. Over-steering is dangerous, all actions must be undertaken
in a timely manner, amplitude and duration. The ultimate piloting goal
is to keep the speed of the glider going. AIR SPEED = SAFETY. Do not
hesitate to ask questions and get advice from qualify certified personnel
if in doubt.
4.2 POSSIBLE CONFIGURATIONS
To become familiar with manoeuvres described below, we recommend
practising within the environment of a competent training company
Asymmetric collapse
In spite of the HOOK 4 P’s profile stability, strong turbulent air may cause
the wing to collapse asymmetrically if the pilot was unable to predict
the glider’s reactions in specific circumstances. When the wing is about
to experience an asymmetric collapse, the brake lines will slacken and
transmit a tension loss affecting the harness stability. To prevent the
collapse from happening, pull the toggle corresponding to the affected
side of the wing. It will increase the incidence of the wing (angle of attack).
If the collapse does happen, the HOOK 4 P will not react violently, the
turning tendency is gradual and easily controlled. Weight-shift toward
the flying and opposite side of the collapse to keep the wing flying
straight while applying a light brake pressure to that side if necessary,
to slow it down. The collapsed side of the wing should then recover and
reopen by itself. If it does not, then pull the brake toggle on the collapsed
side decisively and quickly all the way down before bringing it back up
immediately. You may have to repeat this pumping action to provoke the
re-opening of the deflated glider side. Do not over-brake or slow down
the flying side of the wing (the causes the risk of a stall for having too high
an angle of attack). Once the collapsed side is open, re-centre your body
under the wing to regain the default flying speed.
Frontal collapse
In normal flying conditions and due to the HOOK 4 P design,
asymmetrical collapses are unlikely to take place. The wing’s profile has
great buffering abilities when dealing with extreme incidence changes.
A frontal collapse may occur in strong turbulent conditions, entering
or exiting powerful thermals or when lacking experience using the
accelerator/speed-bar with untimely inadequate input. Frontal collapses
usually re-inflate without the glider turning, but a symmetrically applied
quick braking action with a quick deep pump will accelerate the re-
inflation if necessary. Release the brake lines immediately to return to
default glider air speed.
Negative spin
A negative spin does not conform to the HOOK 4 P’s normal flight
behaviour. Certain circumstances however, may provoke this configuration