PHI TENOR, Руководство пользователя, Страница: 5 / 14

5
Flying turns
A curve is an interaction of inner brake, outer brake and weight shifting. The art is the right dosage. The TENOR is characterized
by a sensitive handling. Small brake inputs are enough to fly precise turns.
The TENOR loves the modern, dynamic thermal flight. It is recommended not to pull the curve outer brake and to keep speed
and dynamic while turning. The TENOR "carves" very efficiently around the curve and climbs dynamically. Tight and controlled
turns, or swing-free curve changes, require practice and should be the goal of every pilot.
Attention!
Should it happen that the wing is no longer controllable by the brake lines, e.g. the brake lines are involved due to a faulty start
check, so the TENOR can be controlled to a limited extent via the C-risers. In combinations with weight shift, relatively good
directional corrections are possible. A safe landing is also possible with this technique. The C-risers should only be pulled down
slightly to avoid a stall.
Attention!
If the brake lines are pulled too far or too fast, there is a risk of a stall!
A one-sided stall (negative turn) clearly announces itself: the wing starts to lose inner pressure and shape during the curve. In this
phase, the inside brake is to be released immediately!
Landing
The TENOR is easy to land. In the final approach against the wind you let flare the wing slightly braked. In about 1m above ground
level, the angle of attack should be increased by more and more braking. When the minimum speed is reached, the brakes are
pulled to the max, the wing shows a soft touch down.
In strong headwinds you brake very little. Only when the pilot is safely on the ground, he stalls the wing with caution (possibly
with the rear risers).
Attention!
Landings with steep turns in the final approach are absolutely to be avoided (pendulum danger)!
A complete stall can result in a very rude impact of the pilot even at just two meters altitude. Therefore, the brakes should be fully
pulled only just before touchdown.
Rapid descents
Attention!
All rapid descent maneuvers should be practiced in calm air and in sufficient safety heights to safely use them in emergency
situations with turbulent air.
For all extreme flying maneuvers and rapid descents:
- first practice under the guidance of a teacher as part of a safety training.
- before initiating maneuvers, the pilot ascertains that the airspace below him is clear.
- during the maneuver, the pilot must constantly control the altitude above ground.
Big ears
Applying big ears is extremely effective and easy to perform with the TENOR. To initiate the outer A-risers (red, orange) are
grabbed at the top of the screw shackle, and pulled symmetrically down. The brake handles remain in the hand (without
additional wrapping). As long as the risers are held down, the wingtips remain folded and the sink value increases.
If wingtips do not fold completely at the beginning, it is advisable to repeat the initiation, pulling the A-straps faster and / or
grasping the outer A-riser above the shackle. The more impulsive pull and the larger pull path on the outer A-riser facilitates the
folding in of the wingtips.
It is recommended to accelerate the wing additionally to increase the sink rate and the forward speed. It also compensates for
the increase in angle of attack caused by the added resistance of the applied ears.
To release the maneuver, it is sufficient to release the outer A risers back up again, whereupon the TENOR independently recovers
the wingtips
If the ears do not fill completely by themselves, the filling can be achieved by a short brake input. It is important to ensure that it
is only a short and limited brake input, or that the brakes are released immediately.