Triple Seven Bishop 42, Руководство пользователя

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Big ears
This is a safe method to moderately loose altitude while still maintaining
forward speed. To do big ears, we recommend trims released at 50 %
for the normal weight, 30 % for the top weight and 60 % for the smaller
loadings. Now pull the outer A lines (the A2 risers in the drawing) on both
sides. As long as you keep the A2 risers pulled, the wing tips stay folded
and the sink speed increases. With Bishop risers, you have an option of
securing the ears in the cleat that is specially designed for this. Do note,
that it is advides that you stay with your palms on the cleat in order to
release the line from it if necessary.
To regain normal flight, release the A2 risers, and if necessary apply
the brakes with short impulse movements. Release big ears at least
100 meters above the ground. While using big ears, the wing speed
decreases, which is why we also recommend using the half open
trimmers in combination with big ears to maintain enough horizontal
speed and to also additionally increase vertical speed. Be careful not to
pull the brakes while making the ears! Steering is done by weight shift
only.
B line stall
While in the B-stall the glider has no horizontal speed and the sink rate
increases to about -8m/s. To enter the B-stall reach for the B risers just
below the maillons and pull both B line risers symmetrically for about 20
cm. To exit the manoeuvre, simultaneously release both risers quickly. On
exit the Bishop gently dives without deep stall tendencies.
Spiral dive
We may enter the spiral dive when applying the brake on one side for
an extended period. There is a possibility of losing consciousness while
in the spiral dive. Never make a spiral with more than 16-18m/s sinking
speed. Going over this limit, you enter a nose-down spiral. This is already
out of the scope of this manual and is, therefore, forbidden. In fast spirals,
it may be necessary to apply the outer brake to begin exiting the spiral
dive.
Winch launch
The Bishop is easy to launch using a winch. We recommend using the
same trimmer position as with normal take off, 3 cm longer than the trim
position. In order to practice this launching technique, special training is
needed, and you have to be aware of the procedures and dangers, which
are specific for winching. We do not recommend using any special towing
device which accelerates the glider during the winch launch.
Aerobatics
The Bishop is not designed for aerobatic flying. Therefore, these may not
be performed on this glider. In addition to this, any extreme maneuvers
place unnecessary stress on the glider and shorten its lifespan.
Primary controls failure
If, for any reason, you cannot use the brake lines, you have to pilot the
wing to the landing-place by utilizing a weight shift. Weight shift should be
enough to land the glider safely. You can also use the C risers to control
and steer the wing. Be careful not to over-handle the glider by using the C
riser technique when steering. By pulling the C risers too strong, you can
cause a stall or a negative spin.
Landing
To achieve the best possible flare, we recommend using 3 cm extended
trim position from the neutral position.
In flight
Asymmetric deflations
Strong turbulence may cause the wing to collapse asymmetrically. Before
this occurs the brake lines and the feeling of the harness will transmit
a loss of pressure to the pilot. This feedback is used in active piloting
to prevent a collapse. If the collapse does occur, the Bishop will easily
re-inflate without the pilot’s reaction, but the wing will turn towards the
collapsed side.
To prevent this from happening turn and actively recover the asymmetric
collapse by weight shifting and applying appropriate brake input on the
side that is still flying. Be careful not to over-brake your wing’s flying side.
This is enough to maintain your course and give the glider enough time
to recover the collapsed side by itself. To actively reopen the collapsed
side after course stabilization, pull the brake line on the collapsed side
firmly and release it. You can do this several times with a smooth pumping
motion. After the recovery, release the brake lines for your glider to regain
its trim speed. You must be aware of the fact that asymmetric collapses
are much more radical when flying accelerated. This is due to the
difference in weight and the inertia of the canopy and the pilot hanging
below.
Symmetric deflations
Symmetric or frontal deflations normally reopen immediately by
themselves without pilot’s input. The glider will then regain its airspeed
accompanied by a small surge forwards. To actively control this event,
apply both brakes slightly when the collapse occurs and then instantly
release the brakes to let the glider fly. Be prepared to compensate for the
glider’s slight surge forward while returning to normal flying.
Wing tangle, cravat
A cravat is very unlikely to happen with the Bishop, but it may occur after
a severe deflation or in a cascading situation, when the wing tip gets
caught in the glider’s lines. A pilot should be familiar with the procedure
of handling this situation with any glider. Familiarize yourself with the
stabilizer’s main line (“stabilo” line) already on the ground. If a cravat
occurs, the first thing to do is to try to keep the glider flying on a straight
course. Do this by weight shifting and counter braking the untangled
side. After that, grab the stabilizer’s main line on the tangled side and
pull it down until it becomes tight again. At this point the cravat normally
releases itself.
Possible solutions of the cravat situations (consult your SIV instructor):
• Pulling the wing tip “stabilo” line
• If you are in a situation where you have a cravat and you are low
in rotation or even with twisted risers, then the only solution is the
reserve parachute.
Negative spin
In normal flight you are far from negative spin. But, certain circumstances
may lead to it. Should this occur, just release the brake lines progressively
and let the wing regain its flying speed. Be prepared for the glider to surge
forward, compensating the surge with brake input if necessary.
Deep stall
Generally when in deep stall, the wing has no forward motion and at
the same time high sink speed. When in deep stall the wing is almost
fully inflated. With the Bishop it is very unlikely to get into this situation
unintentionally. This could possibly happen if you are flying at a very low
speed in turbulent conditions. Also the porosity of the material and line
stretch on a very old glider can increase the possibility of the deep stall
tendency. If you apply the brakes a little bit too much you enter the full
stall. If you release the brakes just a little bit too much the wing returns to
normal flight