Niviuk TAKOO 5, Руководство пользователя

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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 3STI
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
C-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 TAKOO 5 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 ACCELERATED FLIGHT
The GLIDER NAME’s 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 TAKOO 5’s brake lines become disabled in
flight, it will become necessary to pilot the wing with the D-risers and
weight shifting until landing. These risers steer easily because are not
under significant tension. You will have 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 (not accelerated) during the landing approach, and
the D-risers will have to be pulled symmetrically all the way down shortly
before contact with the ground. This braking method is not as effective