Ozone Atom 3, Руководство пилота

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INCIDENTS IN FLIGHT
EN
15
14
The Mojo 5 shows little tendency to remain stable in a spiral dive; however some parameters could
interfere with its behaviour. These might include: wrong chest strap settings, total weight in flight
outside of the certified weight range, or being in a very deep spiral at a very high sink rate >14m/s. You
should always be prepared to pilot the wing out of such a spiral dive. To do so, smoothly use opposite
weight shift and apply enough outside brake to stop the wing from spiralling, the glider will then start to
resume normal flight. Never attempt to recover from a spiral with hard or quick opposite inputs as this
will result in an aggressive climb and surge.
Active C Riser Control
When gliding in accelerated flight it is possible to pilot the wing with the C risers, this gives an improved
feel and control over the wing enabling you to fly actively without using the brakes. Using brakes whilst
accelerated causes drag which is not only inefficient but it also reduces the inherent stability of the pro-
file - using the brakes whilst accelerated can actually lead to a collapse. Using the C risers increases the
angle of attack more evenly across the chord and does not weaken the profile. The direct feel allows you
to stop collapses before they happen and maintain higher speeds and higher levels of efficiency through
turbulence.
To fly with the C risers, keep hold of your brake handles (remove any wraps) and take hold of the C
risers. With the C risers you can fly actively through turbulence; If you see or feel the leading edge lose
pressure, at the same time as releasing some or all of the accelerator you can also apply pressure to
the C’s, this will help keep the nose open. Be careful to use only small inputs with the C risers, you risk
stalling part or all of the wing if you are over enthusiastic. The amount of pressure and size of the input
is dependent on the amount of turbulence/loss of pressure, but always be gentle at first. Learn the feel
of the wing - how much speed bar to release and the force required on the C’s to keep the nose open
without inducing unnecessarily large pitch movements.
Be prepared for plenty of practice as this new method may take some time for it to become totally intui-
tive, efficient and comfortable. This control method is suitable for gliding in good ‘normal’ air, it does not
replace proper active flying with the brakes in strong turbulent conditions. If you are unsure about the air
return the glider to trim speed, release the C risers and fly the glider actively with the brakes.
WARNING
Uncoordinated
wingovers can lead
to large asymmetric
collapses and cravats,
therefore they should
never be executed
near the ground.
Deflations
Due to the flexible form of a paraglider, turbulence may cause a portion of the wing suddenly to collapse.
This can be anything from a small 30% (asymmetric) collapse to a complete (symmetric) collapse.
If you have a collapse, the first thing to do is to control your direction. You should fly away from the
ground or obstacles and other pilots. Asymmetric collapses should be controlled by weight shifting away
from the collapse and applying enough brake to control your direction. This action alone will be enough
for a full recovery of the wing most of the time.
Once a glider is deflated it is effectively a smaller wing, so the wing loading and stall speed are higher.
This means the glider will spin or stall with less brake input than normal. In your efforts to stop the glider
turning towards the collapsed side of the wing you must be very careful not to stall the side of the wing
that is still flying. If you are unable to stop the glider turning without exceeding the stall point then allow
the glider to turn whilst you reinflate the collapse.
If you have a deflation which does not spontaneously reinflate, make a long smooth progressive pump
on the deflated side. This pumping action should take about 1-2 seconds per pump. Pumping too short
and fast will not reinflate the wing and pumping too slow might take the glider close to, or beyond, the
stall point.
Symmetrical collapses reinflate without pilot input, however 15 to 20cm of brake applied symmetrically
will speed the process. After a symmetric collapse always consider your airspeed. Make sure the glider
is not in parachutal stall before making any further inputs.
If your Mojo 5 collapses in accelerated flight, immediately release the accelerator and manage the
collapse using the same methods described above.
IMPORTANT
Never apply the brakes
whilst using the speed
system - it makes the
wing more prone to
collapse.