Accelerated Flight - Nova PRION 3 Handbuch

_58
By active flying we mean the constant control and correction of the
angle of attack in turbulent air. For example, if a pilot flies from an area
of lift to an area of sink, if there is no pilot input, the angle of attack will
be reduced and the wing will pitch forward.
Reduced brake pressure will indicate the start of this pitch movement
to the pilot.
The correct reaction is to increase the brake input to prevent the for-
ward pitch.
Cases of an escalation of a collapse can be prevented by active flying.
Some of the required techniques can be practised during ground hand-
ling, for example, by attempting to keep the wing flying above your
head without looking at it. This exercise is also useful for successful
forward launches.

Accelerated flight

Fitting the speed system
The majority of harnesses are fitted with two pulleys per side. Some
(lightweight) harnesses have two simple rings or loops. The speed bar
cords are pulled from top to bottom through both pulleys/rings and fit-
ted to the foot bar.
The correct length adjustment is important. If it is too short, there is
the danger that the wing is constantly accelerated, which should be
avoided at all costs. If the cords are too short there is the risk that the
speed bar is unreachable.
If the cords are set too long, it is not possible to accelerate the wing to
its maximum speed.
We recommend setting the cords a little too long when first fitting the
speed system, so that the free play can be judged during flight. Then
the slack can be taken up if necessary. Brummel hooks with three ho-
les assist with the simple adjustment of the cord length.
Using the speed system
Before take off, or on connecting the risers to the harness, the Brummel
hooks on the speed system must to attached to those on the harness.
Please make it part of your pre-flight routine to connect the speed
system – it is important for your safety. The PRION 3 is fitted with a
very effective and smooth-running speed system. Up to the maximum
speed, the glide performance remains very high. Pitch correction, i.e.
active flying, in accelerated flight should not be performed through the
brakes, but using the speed system. Therefore if the wing pitches for-
ward, the pilot should not brake, but reduce the acceleration.
In accelerated flight, steering should be performed either by weight-
shift or through asymmetrical speed bar use (by increasing the accele-
ration on the left side, the wing will turn right).
Speed system geometrical data
If the entire range of the speed system is utilised, the A-risers are
shortened by approximately 19cm in comparison to the C-risers (sizes
M and L) and 15.5cm (sizes XS and S).
Turning
Turning a wing is the combination of inner brake, outer brake and
weight-shift. The key is the correct dose of each element. One of the
features of the PRION 3 is its sensitive handling. To fly precise turns,
small brake inputs are sufficient.
In thermals, in addition to the inner brake, we recommend lightly bra-
king on the outside as well - this helps to control bank and speed of
rotation, i.e. you get better feedback from the wing. Additionally, this
increases the stability of the wing tip.
Tight, controlled turns and smooth direction changes need practise
but should be a skill all pilots have mastered.
Please note: if the paraglider is no longer steerable using the brake
lines (for example if they have become tangled) then the wing has li-
mited steering capacity through the C-risers. This, in combination
with weight-shift, still allows reasonable turn correction. Using this
technique also permits a safe landing. The C-risers should not be pul-
led so hard that they cause the wing to stall.
Landing
Landing the PRION 3 is very simple. In turbulent conditions it is ad-
visable to make your approach whilst pulling a little brake in order to
increase stability and to increase the feeling for the wing's movement.
Immediately before touchdown the brakes should be pulled hard –
even to the point of stall.
_59 _EN
!
Please note: using
the brakes during
accelerated flight is
not only detrimental
to performance,
but (in comparison
to non-accelerated
flight) it increased
to likelihood of
collapses!
!
Please note: a full
stall – if initiated
too early – can lead
to heavy landings
or even serious ac-
cidents. Therefore
the brakes should
only be pulled fully
immediately before
touching the ground
(<0.5 meters).