Werbung
Verfügbare Sprachen
Verfügbare Sprachen
For landing it is recommended that the trimmers are released to the faster position as this will give the
glider more speed and will enable the pilot to convert this speed to height as he pulls the brakes giving
a softer landing in light wind conditions.
1. Check the component parts at regular intervals for wear and tear and ensure that the system
always works smoothly.
Landing
Landing the Bi-boo is very straightforward. Flare the Bi-boo in the normal way from an altitude of
around two meters when landing in light winds. It may sometimes help to take wraps on the brakes to
make the flare more effective.
Chapter V
Recovery Techniques
Stalls
These manoeuvres are dangerous and should not be practised in the course of normal flying. Stalls
are caused through flying too slowly. Airspeed is lost as brake pressure increases and as the canopy
approaches the stall it will start to descend vertically and finally begin to collapse. Should this occur it
is important that the pilot release the brakes at the correct moment. The brakes should never be
released when the wing has fallen behind the pilot. Also when releasing the brakes it is best not to
release them too quickly. This is in order to prevent the forward surge of the canopy when it recovers
from the stall. If you do release the brakes quickly you should brake the canopy strongly during the
surge forward, to stop the dive. All pilots who fly the Bi-boo are advised never to attempt this
manouvre unless under SIV training. This manual is not provided to give instruction in this or any other
area.
Deep Stall (or Parachutal)
The Bi-boo has been designed so that it will not easily remain in a deep stall.
However if the Bi-boo is incorrectly rigged or ist flying characteristics have been adversely affected by
some other cause, it is possible that the paraglider could enter this situation. Therefore in the interests
of safety all pilots should be aware of this problem, and know how to recover from it. The most
common way to enter deep stall is from a flying too slowly, from a B line stall or even from big ears.
When in deep stall the pilot will notice the following:-
*)
Very low airspeed
**)
Descent is almost vertical (like a round canopy) and is typically at around 5m/sec.
***)
The paraglider appears quite well inflated but does not have the full internal pressure. It
therefore appears and feels a bit ´limp´.
Recovery from deep stall is quite simple.
The normal method is to simply initate a mild turn. As the canopy starts to turn it will
automatically change to normal flight, but it is very important not to turn too fast as this could
induce a spin.
The second method to exit from deep stall is to pull gently on the A risers. This helps the
airflow to re-attach to the leading edge, but care should be taken not to pull down too hard as
this will induce a front collapse.
If the deep stall is paricularly stubborn and the previous methods do not work then a full stall
will solve the problem. To do this apply both brakes again fairly quickly, as if to do a strong
stall, then immediately release both brakes and damp out the surge forward in the normal way.
The canopy will collapse behind you then automatically reinflate and surge forward in front of
the pilot before returning to normal flight. It is the surge forward that exits the canopy from
deep stall.
Spin
This manoeuvre is dangerous and should not be practised in the course of normal flying.
Spins occour when the pilot tries to turn too fast. In a spin the pilot, lines and canopy basically stay
vertical and rotate around a vertical axis. The Bi-boo will resist spinning, but if a spin is inadvertently
induced the pilot should release the brake pressure but always be ready to damp out any dive as the
Werbung
