Niviuk HOOK 5 P User Manual

Niviuk HOOK 5 P User Manual Manual pdf 14 page image

14conditions. If necessary, constantly adjust the movements and pressureon the speed-bar whilst doing the same to the brake lines. This balance isconsidered to be ‘active piloting’.4.4 FLYING WITHOUT BRAKE LINESIf, for any reason at all, the HOOK 5 P ’s brake lines become disabledin flight, it will become necessary to pilot the wing with the C-risers andweight shifting until landing. These risers steer easily because are notunder significant tension. You will have to be careful and not handle themtoo heavily in case this causes a stall or negative spin. The wing mustbe flown at full speed (not accelerated) during the landing approach, andthe C-risers will have to be pulled symmetrically all the way down shortlybefore contact with the ground. This braking method is not as effectiveas using the brake lines, and hence the wing will land with a higherground speed.4.5 LINE KNOT(S) IN FLIGThe best way to avoid knots and tangles is to thoroughly inspect the lines aspart of a systematic pre-flight check. If a knot is spotted during the take offphase, immediately abort the launch sequence and stop.If inadvertently taking off with a knotted line, the glider drift will need to becompensated by weight-shifting to the opposite side and applying a slightbrake pull to that side. Gently pull the brake line to see if the knot can beundone or try to locate the problem line. Try pulling it to see if the knot canbe undone. Beware of trying to clear a knotted line or untangle a line in flightwhen close to the terrain. If the knot is too tight and cannot be undone,carefully and safely fly to the nearest landing zone. Be careful: do not pull toohard on the brake handles because there will be an increased risk of stallingthe wing or entering a negative spin. Before attempting to clear a knot, makesure there are no other pilots flying in the vicinity.5. LOSING ALTITUDEKnowledge of different descent techniques could become vital incertain situations. The most suitable descent method will depend on theparticular situation.To become familiar with the manoeuvres described below, werecommend practising within the environment of a licensed training outfit.5.1 BIG EARSBig ears is a moderate descent technique, able to increase the sink rateto –3 or –4 m/s and reduces the ground speed by 3 to 5 km/h. The angleof attack and effective wing-loading will also increase due to the smallersurface area of the wing.Standard techniqueTo perform the ‘Big ears’ manoeuvre, take the outermost line oneach 3A3 riser and simultaneously, smoothly pull them outward anddownward. The wingtips will fold in.To re-establish forward speed and the correct angle of attack, accelerateonce the ears are pulled.Keep the ears pulled in until you have lost the desired altitude.Let go of the lines to re-inflate the tips automatically. If they do not, tryprogressively pulling one brake then the other. We recommend inflatingthe wing tips asymmetrically, without major change to the angle ofattack, especially when flying near the ground or flying in turbulence.Beware of the risk of stalling!