Niviuk KLIMBER P, Руководство пользователя

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4.2 POSSIBLE CONFIGURATIONS
To become familiar with the manoeuvres described below, we
recommend practising within the environment of a competent training
outfit. The pilot must adapt their use of the brakes depending on the
wing-loading and avoiding over-steering.
It is important to note that the type of reaction to a manoeuvre can vary
from one size of wing to another and even within the same size the
behaviour and reactions may be different depending on the wing-loading.
In the test report, you will find all the necessary information on how to
handle your new wing during each of the tested manoeuvres. Having this
information is crucial to know how to react during these manoeuvres in
real flight, so you can deal with these situations as safely as possible.
Asymmetric collapse
In spite of the KLIMBER P’s profile stability, strong turbulent air may
cause the wing to collapse asymmetrically in very strong turbulence,
especially if the pilot is unable to fly actively and prevent the collapse. In
this case the glider conveys a loss of pressure through the brake lines
and the harness. To prevent the collapse from happening, pull the brake
handle 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
KLIMBER P will not react violently, the turning tendency is gradual and
easily controlled. Weight-shift toward the open, flying side (the opposite
side of the collapse) to keep the wing flying straight, while applying light
brake pressure to that side if necessary. Normally, the collapsed side of
the wing should then recover and reopen by itself. If it does not, then pull
the brake handle on the collapsed side decisively and quickly all the way
(100%) down. 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 (control the turn). Once the collapsed
side is open make sure you return to the default flying speed.
Frontal collapse
Due to the KLIMBER P’s design, in normal flying conditions frontal
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
without adapting to the prevailing conditions. Frontal collapses usually
re-inflate without the glider turning, but a symmetrically applied quick
braking action with a quick deep pump of both brakes 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 KLIMBER P’s normal flight
behaviour. Certain circumstances however, may provoke a negative spin
(such as trying to turn when flying at very low air speed whilst applying
a lot of brake). 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
The possibility of entering or remaining in a parachutal stall has been
eliminated from the KLIMBER P.
A parachutal stall is virtually impossible with this wing. If it did enter into
a parachutal stall, the wing loses forward motion, becomes unstable
and there is a lack of pressure on the brake lines, although the canopy
appears to be fully inflated. To regain normal air speed, release brake line
tension symmetrically and manually push on the A-lines or weight-shift
your body to any side WITHOUT PULLING ON THE BRAKE LINES.