SKY PARAGLIDERS APOLLO 2 M, Руководство пользователя

Страница: 20 / 47

20
9) Full Stall
Certain pilot behaviour or weather conditions can cause a full stall. This is a
serious deviation from normal flight and can be difficult to manage. If a stall
occurs at less than 100 m above the ground, throw your reserve parachute.
Main Causes of a Full Stall:
 Poorly timed or excessive use of the brakes when the air speed of the wing
is reduced (e. g. when coming out of a spiral or speeding up after a B-line
stall).
Rain-induced deep or Full stall
 A soaked or heavily drenched leading edge (from rain or a cloud) can result
in a full stall or Deep stall due to uneven airflow over the leading edge as a
result of rain drops and an increase of weight to the wing. Reported cases
of this phenomenon are linked to high levels of porosity in the glider‘s fabric.
Whatever the cause, a stall can be either symmetrical or a symmetric (a spin).
In both cases the brake line travel becomes very short and even small
input may suddenly induce an airflow separation; in some cases even
a gust or a sudden thermal may change the angle of incidence enough to
cause the deep stall.
If you find yourself flying in unavoidable rain we strongly recommend that you
avoid any sudden movements or radical brakeline input, that you do not pull
Big Ears or B-stall, and that you steer clear of turbulence and avoid a deep
flare on landing.
In both cases the pilot has two possible courses of action:
 If the full stall happens above 100 m it is strongly recommended to initiate
standard stall recovery assuming the pilot is familiar with the process (i.e. a
complete execution of the full stall, stabilization of the wing and progressive
lifting of the hands to resume normal flight).
 If the full stall happens below 100 m or if the pilot is unfamiliar with stall
recovery the reserve parachute should be deployed immediately.
10) Flying brakes Without
If a brake line or pulley breaks it is possible to fly APOLLO using the C risers
(rear risers). The movements should be finely controlled as the deformation
of the wing due to the traction on the C risers is greater than that produced
by using the brakes. Tip: Practice this method of steering to be prepared
before a real brake failure!
11) Comments on the Testing Procedures
All manoeuvres were carried out over water in a stable air mass with standard
temperature, humidity and pressure. They were carried out by professional
pilots trained to react to any problem in the most appropriate manner. Test
reports are available on the website: www.sky-cz.com.
12) harness Adjustment
For test flights the pilots used ABS harnesses with the following set-up:
We recommend the use of a harness with adjustments as close as possible
to those used during the homolgation tests. Excessive cross-bracing
(chest strap very tight) increases the risk of risers twisting during certain
manoeuvres. A looser setting may result in a tendency to fall towards the
collapsed side. Lower hang-points reduce the roll-stability of your harness
and can slow reopening of asymmetric collapses. Higher hang points
(+ 2–4 cm) have no influence on in-flight safety and can therefore be
tolerated.
Size
Distance from seat
board
Distance between hanging
points
APOLLO XS see the EN certificate see the EN certificate
APOLLO S see the EN certificate see the EN certificate
APOLLO M see the EN certificate see the EN certificate
APOLLO L see the EN certificate see the EN certificate
APOLLO XL see the EN certificate see the EN certificate
20