Windtech cargo - Manual (Page 11)

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may be harder to recover from than the collapse itself.
3: Once the glider has straightened out, or the spiral has slowed, smoothly pull down the
brake on the collapsed side, with a long stroke/pump,
& the deflated side of the glider
should re-inflate. As the glider re-opens release the brake immediately but progressivel
after a small surge forward.
-- gront / symmetrical tuck collapse
A front tuck / collapse is a symmetric tuck of the leading edge of the wing, starting from
the centre of the canopy to the wing tip. This can be either a tucking of just the central
part of the leading edge of the glider, which can sometimes cause a front 'horseshoe' or
'rosette-ing' of the glider, or even a complete 'front tuck' of the whole canopy in extreme
situations.
When flying, a front tuck may occur either when leaving a strong thermal, or more often
while using the speed system in turbulent air, or even sometimes whilst flying into the
wake turbulence down-wind of another glider.
Remember, the pilot can learn to help stop collapses by flying 'actively', but if a front tuck
does occur it will easily clear itself. Re-inflating the wing can be helped by correct pilot
input and, once the glider is overhead, symmetrically applying 40 % of both brakes
&
then releasing immediately will get pressure back in to the glider and speed up the recov-
ery. Do not brake when the glider is behind you, as this can stall the wing, but wait for
the glider to come forwards above your head, then brake.
-- asymmetric stall (spin)
This is a very difficult situation for the pilot to provoke with the cargo, given its excel-
lent feedback and very low stall speed, you have to really abuse the controls a lot to man-
age it.
Even so, a spin can be induced if, for example, the pilot is turning very slowly and tight-
ly in a thermal (near the stall point), and wants to tighten the turn further, for whatever
reason. If the pilot brakes too much on the inside brake, stalling the wing on that side,
the wing may then go into a spin.
Beware in turbulent air, as it is easier to stall, or spin, the wing due to the already a tur-
bulent airflow.
If a spin is entered, return to normal flight by raising both hands to return air speed to
the stalled side of the wing. Be careful, as this may cause the wing to surge and dive for-
wards as it tries to regain airspeed. This dive can be more or less violent, depending on
various factors. The pilot should check this dive, using up to 60% brakes, which must then
be released as soon as the dive is stopped.
-- landing
You must always plan your landing with the trims locked, therefore the final glide will be
at a slower speed.
You need to pay particular attention with your first landings, above all, if they are your
first tandem flights or your are used to the glide angle of your old glider, as the cargo’s
excellent performance might surprise you.