9
5. MOTORISED FLIGHT
POWERPLAY cannot guarantee that the procedure described below will apply absolutely to all
conceivable combinations of propulsion unit and glider. The compatibility of a new combination must
therefore be verified and confirmed by a test flight by the DULV.
Compatibility flights can be requested from the DULV either by the manufacturer of the propulsion unit
or by the pilot himself by way of an individual test.
Combinations which have already been tested will be published by the DULV on www.dulv.de.
5.1 Normal flight
The NAJA has excellent launch characteristics. It has little tendency to shoot forward
and therefore requires hardly any braking.
The glider should rise up without any delay and in a controlled way. In normal
conditions, the NAJA rises smoothly and consistently through all stages of launch and
this considerably facilitates the launch process.
If you are starting from a standing position, we recommend that you do not accelerate
until the canopy has risen above the propeller stream. The thrust from the motor should
be as horizontal as possible (pay attention to the position of your body).
The NAJA also has excellent rising behaviour and is easy to control when it is used with a
paramotor trike.
We recommend that you keep the trimmers closed and brake slightly when launching,
to help the glider become airborne.
If there is a strong headwind, the NAJA must be gradually braked.
Once you are airborne, first allow the NAJA to pick up speed.
You may notice the counter-torque after you have become airborne i.e. the glider wants
to turn against the propeller’s direction of rotation. Focus on a fixed point in the distance
and maintain your direction by counter-steering.
Do not climb with too great an angle of attack. Take care when selecting the rev speed
(rpm) and do not apply too much brake or you will risk stalling.
If the angle of attack is too high when you are climbing, the glider could stall if there is
any further increase in the angle of attack, e.g., by a vertical gust.
Furthermore, if the motor fails and the canopy shoots forward, this will be much less
dangerous if the angle of attack is lower.
Certain combinations of take-off weight, thrust from the motor and propeller size can
cause pendulum motions. If this happens, the pilot can be pushed to one side during
flight because of the counter-torque and the gyroscope effect. The pilot then swings
back into his original position because of his weight, only to then swing up even further.
The pilot can do the following to counter a pendulum effect:
-
change the throttle setting
-
counter the pendulum effect by pulling on the brakes
slightly
-
weight-shift in the harness and/or adjust the harness
position if it has adjustment opportunities (cross-strap)
Pendulum motions usually occur at high revs and if the propeller has a large diameter.
Attempts to steer by the pilot can increase the pendulum motion if they are over-
exaggerated and not synchronised.
If there is uncontrolled swinging, the pilot should simply reduce speed and not steer at
all.
Launch
Climbing
Counter-
torque
oscillation
Содержание NAJA
Страница 1: ...1 NAJA Manual...
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