Landing; Towing And Winching; Asymmetric And Frontal Collapses - Air Design Ride Betriebshandbuch

When flying lower loaded but as well in stronger headwind it is recommended to open the
trims slightly. Like this the canopy rises a bit faster and it avoids that you get pulled back by the
wind during inflating.
When flying on top loading the trims can be closed to negative to adjust speed and higher
steering pressure to the higher loading.
In turbulent air the trims should not be opened. When opening the trims the attack of angle of
the glider is reduced. The glider speeds up but at the same time is more sensitive to
deformation.
In spite of the exceptional stability of the RIDE, any accelerated collapse will be more dynamic
than the same event experienced at trim speed and will require stronger reactions to maintain
normal flight.
g.
The RIDE is easy to land and easy to flair during landing.
For a normal, into-wind landing evenly pull the brakes all the way down when you are close to
the ground and straighten up to land on your feet. The glider will stop almost completely as the
brakes are fully applied. Avoid landing directly out of a turn or wing-over since the momentum
of the pilot will be much greater due to the pendulum effect.
Due to the long brake-travel it is possible to warp the brakes once around the hands to
increase the flare-effect.
Attention:
After touching down do not allow the glider to dive overhead and fall in front of you. If the
leading edge hits the ground hard the structure of the cell walls may become damaged. As well
do not pull the wing over ground. This may damage the sail.
h.
When towing or winching, the glider must be above the pilots head before starting.
In the initial phase the tension should not be too high – a pilot climbing at a flatter angle has
more control.
Tension of more than 90kp is not allowed. In any situation, the maximum permitted tension on
the line must not exceed the pilot's weight.
The pilot must be informed and aware of the national requirements for towing. This includes
matter such as; tow/winch licence requirements, qualified tow operators, suitability of glider
for towing, if winch and towing-links are certified etc.
In general, the regulated and enforced regulations must to be followed.
i.
As with any paraglider collapses can occur. "Active flying" as described in point "f" can help
avoid deformations.
You should always maintain course and direction by weight-shifting away from the collapsed
side. This can be reinforced by pulling the brake on the opposite side to the deflation. If the
collapse stays in, the glider can be re-inflated by pumping the brake on the collapsed side in a
firm and smooth manner. Be aware that the brake travel is shorter when the glider is collapsed
and the glider can stall with less brake input.

Landing

Towing and winching

Asymmetric and frontal collapses

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