Niviuk KLIMBER P, Руководство пользователя

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13
Deep Stall
The possibility of the KLIMBER P stalling during normal flight is very
unlikely. It could only happen if you are flying at a very low air speed,
whilst over-steering or performing 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 (100%)
down until the stall point is reached and held there. 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-headed and ease off the brake lines
until reaching the half-way point of the total the brake travel. The wing
will then surge violently forward and could reach a point below the
pilot. It is most important to maintain brake pressure until the glider has
returned to its default overhead flying position.
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 at
this moment as the wing needs to accelerate to pull away from the stall
configuration. If you have to control a possible frontal collapse, briefly
pull both brake handles 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 asymmetric 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 asymmetric collapse: control the turn/spin by applying tension on the
opposite brake and weight shift opposite to the turn. Then locate the
stabilo line (attached to the wing tip) trapped between the other lines.
This line has a different colour and is located on the outside position of
the B-riser.
Pull this line until it is taut. This action will help to release the cravat. If
ineffective, fly down to the nearest possible landing spot, controlling the
direction 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 terrain or other paragliders; it may not be possible to continue on
the intended flight path.
Over-controlling
Most flying problems are caused by wrong pilot input, which then
escalates into a cascade of unwanted and unpredicted incidents. We
should note that the wrong inputs can lead to loss of control of the glider.
The KLIMBER P was designed to recover by itself in most cases. Do not
try to over-correct it! Do not try to over-correct it!
Generally speaking, the reactions of the wing, which are caused by too
much input, are due to the length of time the pilot continues to over–
control the wing. You have to allow the glider to re-establish normal flying
speed and attitude after any type of incident.
4.3 ACELLERATED FLIGHT
The KLIMBER P profile was designed for stable flight throughout its
entire speed range. The speed-bar can be used in strong winds or
significant sink.
When accelerating the wing, the profile becomes more sensitive to
turbulence and closer to a possible frontal collapse. If a loss in internal
wing pressure is felt, tension on the speed-bar should be reduced to a
minimum and a slight pull on the brake lines is recommended to increase
the wing’s incidence angle. Remember to re-establish the air speed after
correcting the incidence.
It is NOT recommended to accelerate near obstacles or in very turbulent
conditions. Aim to achieve a balance between speed-bar and brake use.
This balance is considered to be ‘active piloting’.