Niviuk HOOK 5 P User Manual

Niviuk HOOK 5 P User Manual Manual pdf 12 page image

12Do not correct the glider (braking) for too long in case this provokes astall. If you have to take corrective action, make the input then re-establish the correct flying speed.4.2 POSSIBLE CONFIGURATIONSTo become familiar with the manoeuvres described below, we recommendpractising within the environment of a licensed training outfit. You mustadapt your use of the brakes depending on the wing-loading and avoidover-steering.It is important to note that the type of reaction to a manoeuvre can varyfrom one size of wing to another, and even within the same size thebehaviour and reactions may be different depending on the wing-loading.In the test report, you will find all the necessary information on how tohandle your new wing during each of the tested manoeuvres. Having thisinformation is crucial to know how to react during these manoeuvres inreal flight, so you can deal with these situations as safely as possible.Asymmetric collapseIn spite of the HOOK 5’ P ‘s profile stability, strong turbulent air may causethe wing to collapse asymmetrically in very strong turbulence, especiallyif you do not fly actively and prevent the collapse. In this case the gliderconveys a loss of pressure through the brake lines and the harness.To prevent the collapse from happening, pull the brake handle on theaffected side of the wing. It will increase the incidence of the wing (angleof attack). If the collapse does happen, the HOOK 5 will not react violently,the turning tendency is gradual and easily controlled. Weight-shift towardthe open, flying side (the opposite side of the collapse) to keep the wingflying straight, while applying light brake pressure to that side if necessary.Normally, the collapsed side of the wing should then recover and reopenby itself. If it does not, try to weight-shift towards the collapsed side. Ifthis does not resolve the issue, pull the brake handle on the collapsedside decisively and quickly all the way (100%) down and release it backup immediately. You may have to repeat this action to provoke the re-opening of the collapsed glider side. Do not over-brake or slow down theflying side of the wing (control the turn). Once the collapsed side is openmake sure you return to normal flying speed.Frontal collapseDue to the HOOK 5 P ’s design, in normal flying conditions frontalcollapses are unlikely to take place. The wing’s profile has great bufferingabilities when dealing with extreme incidence changes. A frontal collapsemay occur in strong turbulent conditions, entering or exiting powerfulthermals. Frontal collapses usually re-inflate without the glider turning, buta symmetrically applied quick braking action with a quick deep pump ofboth brakes will accelerate the re-inflation if necessary. Release the brakelines immediately to return to default glider air speed.Negative spinA negative spin does not conform to the HOOK 5’s normal flightbehaviour. Certain circumstances however, may provoke a negative spin(such as trying to turn when flying at very low air speed whilst applyinga lot of brake). It is not easy to give any specific recommendation aboutthis situation other than quickly restoring the wing’s default air speedand angle of attack by progressively reducing the tension on the brakelines. The normal wing reaction will be to have a lateral surge on the re-accelerated side with a rotation not greater than 360º before returning todefault air speed and a straight flight path trajectory.Parachutal stallThe possibility of entering or remaining in a parachutal stall have beeneliminated from the HOOK 5 P.A parachutal stall is virtually impossible with this wing. If it did enter intoa parachutal stall, the wing loses forward motion, becomes unstableand there is a lack of pressure on the brake lines, although the canopyappears to be fully inflated. To regain normal air speed, release brake linetension symmetrically and manually push on the A-lines or weight-shiftyour body to any side WITHOUT PULLING ON THE BRAKE LINES.