Niviuk KOYOT 3 P, Руководство пользователя

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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, 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 KOYOT 3 P was designed to recover by itself in most cases. 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 KOYOT 3 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 angle of attack.
It is NOT recommended to accelerate near obstacles or in very turbulent
conditions. If necessary, constantly adjust the movements and pressure
on the speed-bar whilst doing the same to the brake lines. This balance
is considered to be ‘active piloting’.
4.4 FLYING WITHOUT BRAKE LINES
If, for any reason at all, the KOYOT 3 P’s brake lines become disabled
in flight, it will become necessary to pilot the wing with the C-risers and
weight shifting until landing. The C-lines steer easily because they are not
under much tension, however you will need to be careful and not handle
them too heavily in case this causes a stall or negative spin. The wing
must be flown at full speed during the landing approach, and the C-risers
will have to be pulled symmetrically all the way down shortly before
contact with the ground. This braking method is not as effective as using
the brake lines, and hence the wing will land with a higher ground speed.
4.5 LINE KNOT(S) IN FLIGHT
The best way to avoid knots and tangles is to thoroughly inspect the lines
as part of a systematic pre-flight check. If a knot is spotted during the
take off phase, immediately abort the launch sequence and stop.
If inadvertently taking off with a knotted line, the glider drift will need to
be compensated by weight-shifting to the opposite side of the wing and
applying a slight brake pull to that side. Gently pull the brake line to see
if the knot can be undone or try to locate the problem line. Try pulling
it to see if the knot can be undone. Beware of trying to clear a knotted
line or untangle a line in flight when close to the terrain. If the knot is too
tight and cannot be undone, carefully and safely fly to the nearest landing
zone. Be careful: do not pull too hard on the brake handles because
there will be an increased risk of stalling the wing or entering a negative
spin. Before attempting to clear a knot, make sure there are no other
pilots flying in the vicinity.
5. LOSING ALTITUDE
Knowledge of different descent techniques could become vital in
certain situations. The most suitable descent method will depend on the
particular situation.