WINDTECH ZEPHYR-2 L, Руководство по эксплуатации самолета

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-- front/symmetrical tuck collapse
A front tuck /collapse is a symmetric tuck of the leading edge of the wing, starting from the cen-
tre of the canopy to the wing tip. This can be either a tucking of just the central part of the lead-
ing edge of the glider, which can sometimes cause a front 'horseshoe' or 'rosette-ing' of the glid-
er, or even a complete 'blow-out' of the whole canopy in extreme situations.
When flying, a front tuck may occur while leaving a strong thermal, or more often while using the
speed system in turbulent air, or sometimes whilst flying down-wind of another paraglider
&
being
'waked' by the wing tip vortices of the glider and turbulence wake turbulence of the pilot.
Remember, the pilot can learn to help stop collapses by flying 'actively', but if a front tuck does
occur it will easily clear itself. Re-inflating the wing can be helped by correct pilot input and, once
the glider is overhead, symmetrically applying 40 % of both brakes
&
then releasing immediately
will get pressure back in to the glider and speed up the recovery. Do not brake when the glider is
behind you, as this can stall the wing, but wait for the glider to come forwards above your head,
then brake.
--
asymmetric stall (spin)
This is a very difficult situation for the pilot to provoke with the
ZEPHYR-2
, given it's very
low stall speed, you have to really abuse the controls a lot to manage it. Even so, this situa-
tion can be induced if, say, the pilot is turning very slowly in a thermal (near the stall point),
and wants to tighten the turn even more, and at the same time as smoothly lifting the out-
side brake (which is the correct thing to do), if the pilot simultaneously brakes more on the
inside brake, this may stall the inside wing which will then go into spin. One half of the wing
flies forwards, whilst the other flies backwards (negative). In this case to return to normal
flight, one has to raise the inside brake, returning air speed to the inside wing, which will
cause the wing to surge and dive forwards. This dive can be more or less violent, depending
on what stage that the flat spin is in, how much the spin had been allowed to develop, and
the moment at which the brake is lifted. If the pilot wants to intervene to dampen this dive,
they will have to adopt a position (roughly) of something more than half brake, which must
then be released as soon as the dive is stopped, or the wing may then go back into a stall or
spin. Another option is to put the glider directly into a full stall immediately that the spin is
entered, and from this the exit is more symmetric with less chance of a twist.
> landing
Choose a large field clear of all obstructions
&
in a clean laminar airflow.
A different technique is needed for different wind strengths. Every landing should be
judged differently even if it’s your local site.
On final approach the pilot should have hands up (keeping a feel of the wing in case of
unexpected turbulence) so the glider has energy for a flare. In light or nil winds the pilot
will need a committed symmetric flare at around 1 meter above the ground.