Niviuk ICEPEAK 6, Руководство пользователя

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The solution: big ears may still be applied but the pilot must be fully
aware of the above-mentioned points and act accordingly. To avoid the
stall simply use the accelerator halfway (this is sufficient) to increase
the speed, which naturally rises the speed and decreases the angle of
incidence. In this way you will maintain a safe margin and avoid this
phenomenon.Take care not to pull the brakes while making the ears!!
5.2 B3 TECHNIQUE
On the new generation paragliders the application of big ears can create
a high degree of trailing turbulence which in turn creates a significant loss
of airspeed. When big ears are applied to high aspect ratio wings the ears
tend to “flap” which also adds to the amount of unwanted turbulence.
This new rapid descent technique was first discovered by our Niviuk team
Pilots in 2009 while flying a competition prototype wing, which because of
its line plan and high aspect ratio would not allow big ears to be applied. In
fact big ears on wings with a profile of 2 lines can often prove difficult.
For all these reasons, we advise the use of the new B3 line descent
technique-2C3 on the ICEPEAK 6. This technique ensures a rapid descent
is achieved whilst forward wing speed is maintained and so the risk of a
deep stall is eliminated.
HOW?
Locate the 2C3 on your risers and as you would when applying big ears
simply pull down firmly and smoothly until you see both wingtips drop
back slightly. The forward speed of the glider speed will then reduce
slightly, quickly stabilize and then increase. You will then experience
a fall rate of around 5-6m/s. Controlled turning of the wing can easily
be maintained by weight shifting the harness, exactly the same as you
would with big ears. We recommend the application of the speed bar
whilst using this technique. To exit the manoeuvre release the lines as
you would with big ears, control the pitch and the wing will quickly adopt
normal flight.
This new technique allows a comfortable and controllable rapid descent
without the risk of experiencing a “cravat” or “deep stall”.
We advise you to first try this technique in smooth conditions with
sufficient altitude above appropriate terrain.
5.3 B-LINE STALL
This manoeuvre is not possible with this wing.
5.4 SPIRAL DIVE
This is a more effective way for rapidly losing height. You have to
know that, the wing can gain a lot of vertical speed and rotation speed
(G force). 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 capacity to resist the G forces increases
and you will learn to fully appreciate and understand the manoeuvre.
Always practice this manoeuvre when flying at high altitude.
To start the manoeuvre, first lean your bodyweight and pull the brake line
to the side to which you are leaning. You can regulate the intensity of the
turn by applying a little outside brake.
A paraglider flying at its maximum turn speed can reach –20 m/s,
equivalent 70 km/h vertical speed and stabilize in a spiral dive from 15
m/s onwards.
These are the reasons why you should be familiar with and know how to
carry out the exit methods.
To exit this manoeuvre you must progressively release the inside brake
and also momentarily apply outside brake. Whilst doing this you must