Niviuk PEAK 4 User Manual

Niviuk PEAK 4 User Manual Manual pdf 11 page image

11or in extreme descending air. When you accelerate the wing, the profilebecomes more sensitive to possible turbulence and closer to a possiblefrontal collapse. If you feel a pressure loss, you should stop pushing onthe accelerator and pull slightly on the brake lines to increase the angleof incidence. Remember that you have to re-establish the flight speedafter correcting the incidence.It is NOT recommended to accelerate near to the mountainside or in veryturbulent conditions. If necessary you will have to constantly adjust themovements and pressure on the accelerator whilst constantly adjustingthe pressure applied to the brake lines. This balance is considered to be“active piloting.”PEAK 4 has been designed with no other adjustable, removable orvariable device that could modify glider’s behavior to prevent an incorrectuse of the product.4.4 FLYING WITHOUT BRAKE LINESThe PEAK 4is a new generation 2 liner D class glider which allowspiloting with the back risers. The back risers of the PEAK 4 have handlesconceived to do that.The PEAK 4 allows the classical piloting using only the breaks. However,piloting using the back risers is now a common technique that allowsreaching more control and precision over the wing while keeping theglider accelerated without utilizing the breaks.4.5 KNOTS IN FLIGHTThe best way to avoid these knots and tangles is to inspect the linesbefore you inflate the wing for take-off. If you notice a knot before take-off, immediately stop running and do not take off.If you have taken off with a knot you will have to correct the drift byleaning on the opposite side of the knot and apply the brake line on thatside too. You can gently pull on the brake line to see if the knot becomesunfastened or try to identify the line with the knot in it. The identified linecan then be pulled to see if the knot undoes. Be very careful when tryingto remove a knot. When there are knots in the lines or when they aretangled, do not pull too hard on the brake lines because there is a greaterrisk of the wing to stalling or negative turn being initiatedBefore trying to remove a knot, make sure there are no pilots flyingnearby and never try these maneuvers near the mountainside. If theknot is too tight and you cannot remove it, carefully and safely fly to thenearest landing place.5. LOSING HEIGHTThe knowledge of the different descent techniques is an importantresource to use in certain situations. The most adequate descent methodwill depend on the particular situation.We recommend that you learn to use these maneuvers under the tuitionof a competent school.5.1 EARSBig ears are a moderate descent method, reaching –3 or –4 m/s, speedreduces slightly between 3 and 5 km/h and piloting becomes limited. Theangle of incidence and the surface wing load also increases. Push onthe accelerator to restore the wing’s horizontal speed and the angle ofincidence.To activate ears take the line 3a3 and simultaneously, smoothly pull themoutward and downward. The wingtips will fold in. Let go of the lines andthe ears will re-inflate automatically. If they do not re-inflate, gently pullon one of the brake lines and then on the opposite one. We recommendthat you re-inflate asymmetrically, not to alter the angle of incidence,more so if you are flying near the ground or flying in turbulence.Please, read this carefully: risk of full stall!!!