GIN Mirage - Manual (Page 12)

12
concerned. Gin Gliders cannot be held responsible for the multitude of combinations that may
be used, however if you wish to contact us we can offer some advice.
Forward Launching in Nil Wind
While there may appear to be no wind this is rarely the case and it is essential for aircraft of
this type to take off and make the initial climb out to a safe height (depending on the
surrounding terrain) into wind. This makes maximum use of the wind and avoids the danger of
losing airspeed when climbing out steeply through wind gradient. Particular attention must be
paid to trees, power lines and other large obstacles and any rotor that they may generate.
Preparing the wing:
Lay the glider out, downwind of the motor, so that the lines are fully extended and as if
attracted to the motor or central focal point, and then lay the risers down ready to clip in. Set
the trimmers to the take off position (Faster settings may be desirable in stronger conditions,
see the diagrams in the page 21, 22). Make sure that when warming up the engine you do so
upwind of the wing and then stop it whilst clipping in.
Attach the glider; proceed with the launch (as in section Launching).
From now on you should try to control the glider whilst facing forwards. If the wing is low
behind you and you turn around the lines will trail over the propeller. However, falling
backwards onto the motor is both dangerous and expensive and must be avoided at all costs,
even that of a few damaged lines!
During the launch, if the pressures on each of your hands feels even, open the throttle to full
take off power, leaning backwards against the thrust so that the engine is pushing you along
the ground rather than into it.
It is best to try and leave the brakes alone and just let the canopy come up. If it starts to go off
to one side, increase the pressure on the riser on the lower side, whilst moving sideways
towards it and the centre of the wing. Where possible maintain the direction of your launch.
If the wing starts to drop backwards, increase to pressure on both “A” risers to help it up, as
you increase power, try to keep a constant angle with the motor and maintain smooth power
control. Any sudden changes will alter your course because of the powerful gyroscopic and
torque effects.
If the canopy is so far off to the side or behind that it cannot be recovered, kill the engine, abort
the take-off and reassess the launch conditions.
As the canopy comes up, the drag reduces and it should stabilize over your head without
overshooting you. This is a good time to check that your wing is nicely inflated and that there
are no tangles or lines fouled, but this must be done whilst on the move and without turning.
When you feel the resistance reduce, allow your run to accelerate. Feel for pressure on the
brakes, coming down on them as required to steer or to increase lift for taking off.
Points to note:
* If your propeller protection cage is flimsy enough, the pressure of the lines on it during
launch may distort it to the point where it fouls the prop. If this is the case make sure the lines
have cleared the cage before you open the throttle.
* All control inputs should be smooth and progressive.