Ozone Rush 4, Руководство пилота

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11
ENGLISH
INCIDENTS
Deflations
Due to the flexible form of a paraglider, turbulence may cause a por-
tion 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 direc-
tion. 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 Rush 4 collapses in accelerated flight, immediately release
the accelerator and manage the collapse using the same methods
described above.
Cravats
If the tip of your wing gets stuck in the lines, this is called a ‘cravat’.
This can make your glider go into a spiral, which is difficult to control.
The first solution to get out of this situation is to stabilise the glider
into normal flight, i.e get control of your direction and then pull down
the stabilo line (Green line on the C riser) until the wing tip frees
itself. You must be careful with any brake inputs or you may stall the
opposite wing. You can also use strong deep pumps on the brake to
the cravated side, when doing so it is important to lean away from
the cravat otherwise you risk spinning or deepening the spiral. The
aim is to empty the air out of the wing tip, but without spinning. Cor-
rectly done, this action will clear the cravat.
If it is a very large cravat and the above options have not worked then
a full stall is another option. This should not be attempted unless
you have been taught how to do it and can only be done with a large
amount of altitude. Remember if the rotation is accelerating and you
are unable to control it, you should throw your reserve parachute
whilst you still have enough altitude.
IMPORTANT: A bad preparation on launch, aerobatic flying,
flying a wing of too high a level or in conditions too strong
for your ability, are the main causes of cravats.
Deep Stall / Parachutal stall
It is possible for gliders to enter a state of parachutal stall. This can
be caused by several situations including; a very slow release from
a B-line stall; flying the glider when wet; or after a front/symmetric
deflation. The glider often looks as though it has recovered properly
but carries on descending vertically without full forward motion. This
situation is called ‘deep stall’ or ‘parachutal stall’.
It is unlikely to happen on any Ozone glider, but should it happen, your
first reaction should be to fully raise both brakes. This normally allows
the glider to return to normal flight. If nothing happens after a few
seconds, reach up and push the A-risers forwards or apply the speed
bar to regain normal flight. Ensure the glider has returned to normal
flight (check your airspeed) before you use the brakes again.