Niviuk IKUMA P, Руководство пользователя

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(such as trying to turn when flying at very low air speed whilst applying
a lot of brake, and applying even more toggle pressure on one side). It is
not easy to give any specific recommendation about this situation other
than quickly restoring the wing’s default air speed and angle of attack by
progressively reducing the tension on the brake lines. The normal wing
reaction will be to have a lateral surge on the re-accelerated side with a
rotation not greater than 360º before returning to default air speed and a
straight flight path trajectory.
Parachutal stall
A parachutal stall takes place when the wing remains fully inflated but
loses forward motion and then descends vertically at an accelerated
rate. Instability and a lack of pressure on the brake lines set in, although
the canopy would appear to be correctly inflated. To regain normal air
speed, release brake line tension symmetrically and push forward on the
A-lines or weight-shift your body to any side WITHOUT PULLING ON THE
BRAKE LINES.
Deep stall
The possibility of the IKUMA P falling into this configuration during normal
flight is very unlikely. It could only happen if you are flying at a very low
air speed, whilst over-steering or entering dangerous manoeuvres in
turbulent air. To provoke a deep stall, the wing has to be slowed down to
its minimum air speed by symmetrically pulling the brake lines all the way
down until the stall point is reached and held there for a few seconds. The
glider will first pitch rearward and then reposition itself overhead, rocking
slightly, depending on how the manoeuvre was done. When entering a
stall, remain clear minded and ease off the brake lines upon reaching the
half-way point during the downward pulling motion. The wing will then
surge violently forward and could reach a point below the horizontal line. It
is most important to maintain brake pressure until the glider has returned
to its default overhead flying location.
To resume normal flight conditions, progressively and symmetrically
release the brake line tension to regain air speed. When the wing reaches
the overhead position, the brakes must be fully released. The wing will
then surge forward to regain full air speed. Do not brake excessively as
the wing needs to accelerate to pull away from the stall configuration. If
you have to control a possible symmetrical front stall (frontal collapse),
briefly pull both toggles down to bring the wing back up and release
them immediately while the glider is still in transition to reposition itself
overhead.
Cravat
A cravat may happen after an asymmetrical collapse, when the end
of the wing is trapped between the lines. Depending on the nature
of the tangle, this situation could rapidly cause the wing to spin. The
corrective manoeuvres to use are the same as those applied in case of
an asymmetrical collapse: control the turn/spin by applying tension on
the opposite brake and weight shift opposite to the turn. Then locate the
stabilo line 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 taught, as it should help undo the cravat. If
ineffective, fly down to the nearest possible landing spot, control the
trajectory with both weight shift and the use of the brake opposite to
the tangled side. Be cautious when attempting to undo a tangle while
flying near a mountainside or other paragliders; it may not be possible
to continue on the intended flight path and a subsequent collision could
happen as result.
Over-handling
Most flying problems are caused by wrong pilot input, which then
degenerates into a cascade of unwanted and unpredicted series of
incidents. The IKUMA P was designed to recover by itself in most cases.
Do no not try to over-correct it!
Generally speaking, the reactions of the wing, which follow too much
input, are due to the length of time the pilot continues to over–handle the
wing. You have to allow the glider to re-establish normal flying speed after