Ozone Mcdaddy 44 Betriebshandbuch Seite 11

In Flight Characteristics
The McDaddy shows no unusual flying characteristics. In turns, the
McDaddy is smooth and co-ordinated, on glides it remains solid and
well pressured. It has a very high resistance to both deflations and
stalls and, as the DHV test report shows, the McDaddy has excellent
recovery characteristics. However, to get the most out of your
McDaddy we advise you to consider the following information.
Normal Flight
Flying at fast trim (hands-up and trimmers released), your glider will
achieve its 'best glide' speed. Apply the brakes approximately 30cm
to reach the minimum-sink rate.
Active Flying
All good pilots react to the feedback their gliders send them, and are
constantly adjusting their speed and pitch to match its movements in
the air. As the glider pitches in front of them, they use the brakes to
slow it down. Equally, as the glider drops behind them, they release
the brakes to speed it up. These movements can be symmetric or
asymmetric so they may be applying both brakes or one. These
subtle adjustments keep their gliders flying smoothly and directly
above them. These are skills that can be learnt by playing with the
glider on the ground too.
Although your McDaddy has been designed to be difficult to
accidentally stall, excessive or heavy handed use of the brakes can
cause the McDaddy to stall. The stall point on the McDaddy is very
well defined, you will feel a noticeable drop off in brake pressure as
it begins to stall. If you are flying slowly, and you sense this drop off
in pressure, let up the brakes immediately.
Turning and thermalling using weight shift
To familiarise yourself with the McDaddy your first turns should be
gradual and progressive.
To make efficient and co-ordinated turns with the McDaddy first look
in the direction you want to go, then lean into it. Your first input for
directional change should be weight-shift, followed by the smooth
application of the brake until the desired bank angle is achieved. To
regulate the speed and radius of the turn, use the outer brake.
Warning: never initiate a turn at minimum speed (i.e. with full
brakes on) as you could risk entering a spin.
Deflations
Due to the flexible form of a paraglider, turbulence may cause a
portion of the wing suddenly to collapse.
Asymmetrical collapses can be controlled by weight shifting away
from the collapse and applying a small amount of brake to control
your direction. However, there are some important issues to consider
when dealing with asymmetric collapses.
Once a glider is deflated it is effectively a smaller wing, so the wing
loading and stall speed are higher. This means the glider will spin or
stall with less brake input than normal. In your efforts to stop the
glider turning towards the collapsed side of the wing you must be
very careful not to stall the side of the wing that is still flying.
If you are unable to stop the glider turning without exceeding the
stall point then allow the glider to turn whilst you reinflate the
collapse.
To reinflate a collapse, make a long, smooth progressive pump on the
deflated side. This pumping action should take about 2 seconds per
pump. Pumping too fast won't reinflate the wing and pumping too
slow might take the glider too close, or beyond, the stall point.
Symmetrical collapses reinflate without pilot input, however 15 to
20cm of brake applied symmetrically will speed the process.
Prevention is better than a cure
No pilot and no glider is immune to collapses however active flying
will virtually eliminate any tendency to collapse.
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