Niviuk R-BUS, Руководство пользователя, Страница: 12 / 23

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measures to maintain control of the wing, preventing it from collapsing
and restoring the speed required by the wing after each correction.
Do not correct the glider (braking) for too long in case this provokes
a stall. If you have to take corrective action, make the input then re-
establish the correct flying speed.
4.3 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.
Asymmetric collapse
In spite of the R-BUS’ 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
R-BUS 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 R-BUS’ 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 trimmer 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 R-BUS’ 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 have been
eliminated from the R-BUS.
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.
Deep Stall