Niviuk ICEPEAK 3 22, Руководство пользователя

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on both the C-risers. This braking method is not as effective 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 notice 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 drift by leaning on the opposite side of
the knot and gently 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
identify the line with the knot in it. Try to pull the identified line to see if the
knot releases. 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, there is an increased risk of the wing to stalling or negative turn being
initiated.
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
tight and you cannot remove it, carefully and safely fly to the nearest landing
place.
5. LOSING HEIGHT
The modern competition gliders offer excellent performance and safety but
sometimes the meteorological conditions can become so dangerous that the
need to quickly descend becomes a priority. However, the latest generation
of profiles are no longer necessarily suited to the classic descent techniques.
We advise therefore that you carefully read this manual and if necessary,
complete an siV course with an authorised instructor.
5.1 eArs
big ears are a moderate descent method, reaching -3 or -4 m/s, ground
speed reduces slightly between 3 and 5 km/h and piloting becomes limited.
The angle of incidence and the surface wing load also increases. Push on the
accelerator to restore the wing’s horizontal speed and the angle of incidence.
To pull big ears take the outermost a-lines of both stabilizers as high up as
possible and pull on them outward and downward, the wingtips will then
fold in. Let go of the lines and the big ears will re-inflate automatically. if
they do not re-inflate, gently pull on one of the brake lines and then on the
opposite one. in order to prevent any alteration in the angle of incidence, we
recommend that you re-inflate the glider asymmetrically. This is particularly
important if you are flying near the ground.
The ICePeAK 3 has a relatively short brake travel and care must be
taken not to pull down the A3 line to make the ears. This can lead to a
significant speed decrease and possible stall. The ICePeAK 3 has a new
high arch concept and applying ears induces more resistance. With this
new arch, the ears don’t stick to the inner surface but they do tend to
“hang”. Because of this, there will be more resistance, compared to ears
on a standard glider and again a decrease in forward speed should be
expected.
Big ears may still safely be applied but the pilot must be fully aware of
the above-mentioned points and act accordingly, especially in turbulent
conditions. To avoid a stall simply use the accelerator halfway (this is
sufficient) to increase the forward speed, which will naturally decrease the
angle of incidence.
5.2 B-lINe sTAll
This technique is iMPossibLe with the iCePeaK 3! The profile and high
aspect ratio would render the glider too unstable.
5.3 sPIrAl dIVe
This is a more effective way for rapidly losing height. You have to know that,
the wing can gain a lot of speed and the increase in G’s will be substantial.
This can cause a loss of orientation and consciousness (blackouts). These
are the reasons why it is best to carry out this manoeuvre gradually so your