Triple Seven ROOK 2, Руководство пользователя

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Few examples:
• While entering a strong thermal, the wing will stay a little bit
behind relative to the pilot. The pilot should let the brake up
allowing the wing to fly faster and to catch up.
• If the wing surges in front of the pilot, the pilot should counter
brake until the surge is controlled and then release the glider
to let it fly normally.
• If the pilot feels a loss of tension on the wing or a loss of
pressure on the brakes on one side of the wing, he should
smoothly apply the brake on the side with loss of pressure and/
or weight shift to the opposite side until the pressure returns.
After that, again release the brake and/or weight shift to the
neutral position and let the glider fly normally.
The key in all cases is to avoid an over-correction and not to
maintain any correction longer than necessary. After each action
let the glider fly normally again. To re-establish its required flying
speed. You can train or get a feeling for most of these movements
safely on the ground while ground handling your glider. Good
coordination of your movements and coordination with the wing
on the ground will enable you a quick progression when actively
flying in the air. The next step is to attend SIV courses where you
should also get a better understanding of the full brake range and
the glider’s speeds.
Flying in turbulence
Wing deflations can occur in a strong turbulence. The ROOK2 is designed
and tested to recover without pilot’s input in almost all situations
by simply releasing the brakes and letting the glider fly. To train and
understand all the manoeuvres described, attend SIV courses.
Cascade of events
Many reserve deployments are the result of a cascade of over-corrections
by the pilot. Over-corrections are usually not problematic because of
the input itself or its intensity; but due to the length of time the pilot
continues to over-handle. After every input you have to allow the wing
to re-establish its normal flying speed. Note that over-corrections are
often worse than no input at all.
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 ROOK2
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 ROOK2, 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
• Using a full stall, but it is essential to be very familiar with this
manoeuvre. You also want to have a lot of relative height.
• 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.
Full stall
A full stall does not occur unintentionally on its own – it happens
if you pull both brakes for 100% and hold them. The wing then
performs a so called full stall. Releasing the brakes improperly
may lead to massive surge of the glider with danger of falling into
the canopy. This is a complex manoeuvre and as such outside
the scope of this manual. You should practice and learn this
manoeuvre only on a SIV course under professional supervision.
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 ROOK2 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 trained this manoeuvre on a SIV course you
would realize that it is very hard to keep the ROOK2 in deep stall. 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. If you want to practice the deep stall on SIV courses, you need
to master the full stall first.
Fast decent techniques