Niviuk ICEPEAK 6, Руководство пользователя

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lines, although the canopy would appear to be correctly inflated. The
correct reaction would be to release the pressure on the brake lines and
push the A lines forward or rather lean your body to any side WITHOUT
PULLING ON THE BRAKE LINES.
Deep Stall
The possibility of the ICEPEAK 6 falling into this configuration during
normal flight is very unlikely. This could happen if you are flying at a
very low speed, whilst over steering in a number of manoeuvres and in
turbulent conditions. To provoke a deep stall you have to take the wing
to minimum flight speed by symmetrically pulling the brake lines, when
you reach this point, continue pulling until you reach 100% and then
hold. The glider will first fall behind you and then situate itself above you,
rocking slightly, depending on how the manoeuvre was carried out. When
you start to provoke a stall, be positive and do not doubt an instant.
Do not release the brake lines when half way through the manoeuvre.
This would cause the glider to surge violently forward with great energy
and may result in the wing below the pilot. it is very important that
the pressure on the brake lines is maintained until the wing is well
established vertical above.
Wing tangle
A wing tangle may happen after an asymmetric collapse, the end of the
wing is trapped between the lines (Cravat). This situation could rapidly
cause the wing to turn, although it depends on the nature of the tangle.
The correction manoeuvres are the same as those applied in the case
of an asymmetrical collapse, control the turn tendency by applying the
opposite brake and lean your body against the turn. Then locate the line
that reaches the stabiliser that is trapped between the other lines. This
line has a different colour and belongs to the external lines of the C riser.
Pull on this line until it is tense, this should help to undo the wing tangle.
If you cannot undo the tangle, fly to the nearest possible landing spot,
control the flying course with your body movements and a little pressure
on the opposite brake. Be careful when attempting to undo a tangle if
you are flying near a mountainside or near to other paragliders, you may
lose control of the flying course and a collision may occur.
Over handling
Most flying incidents are caused by wrong actions of the pilot, which
chained one after another create abnormal flying configurations (a
cascade of incidents). You must to remember that over handling the
wing will lead to critical levels of functioning. The ICEPEAK 6 is designed
always to try to recover normal flight by itself, do not try to over handle it.
Generally speaking, the reactions of the wing, that follow over handling,
are neither due to the input made or the intensity, but the length of time
the pilot continues to over handle. You have to allow the profile to re-
establish normal flight speed after any type of handling.
4.3 USING THE ACCELERATOR
The profile of the ICEPEAK 6 has been designed to fly stable through its
entire speed range. It is useful to accelerate when flying in strong winds
or in extreme descending air. When you accelerate the wing, the profile
becomes more sensitive to possible turbulence and closer to a possible
frontal collapse. If you feel a pressure loss, you should stop pushing on
the accelerator and pull slightly on the brake lines to increase the angle
of incidence. Remember that you have 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.”
4.4 FLYING WITHOUT BRAKE LINES
The ICEPEAK 6 is a new generation 2 liner D class glider which allows
piloting with the back risers. The back risers of the ICEPEAK 6 have
handles conceived to do that.
The ICEPEAK 6 allows the classical piloting using only the breaks.