www.apcoaviation.com
17
to counter the engine thrust, so that it can push you forward rather than towards the ground.
The best option is not to use the brakes, allowing the paraglider to rise as it was laid out.
If it starts to deviate from its course, pull the opposite riser and run under the centre of the wing while continuing in
the
initial direction.
If the wind suddenly drops, give a
strong
pull on the risers.
If the paraglider falls to one side or back too far to
lift
again - kill the engine, cease launch and check the conditions once again.
As the wing rises, the forces grow lighter and it should stabilize above your head without overshooting.
This is the best moment to check if it is inflated well and the lines are not tangled,
but do not stop or turn
.
Once you feel the forces on the risers decrease, run faster and let go of the risers.
See if there is already any opposition on the brakes and, if necessary, use them to correct direction or to increase lift at take-off.
Remember:
•
If the cage of your power unit is not stiff enough, the risers
will strain
during launch
and
can deform it to the extent of collision with
the propeller. Before
applying full throttle, see that the cage does not catch any lines.
•
Any brake operation (or steering input in general) should be smooth and gentle.
•
Do not try to take off until you have your wing overhead. Hitting power before that can cause dangerous oscillations.
•
Do not sit in the harness until you are sure you are flying!
•
The faster the trim setting is, the more brake input is required to take off. The F3 is best with trims fully closed for takeoff and
landing
CLIMBING
Once you are safely airborne, continue heading against the wind, using brakes to correct the direction.
Do not try to climb too steeply.
In powered flight the F3 behaves more like an airplane than a paraglider, and it is good idea to regard it as such. If there are no obstacles
present, it is by far safer to fly level for a while after take-off, clearing the ground gradually, gaining some speed before converting it to
height with a light application of the brakes.
Another reason not to try climbing too steeply is the risk connected with engine failure at low altitude.
F3 in a steep climb does not stay behind as much as conventional paragliders.
The F3 does not have SRS (prevents or delays possible stall), so low speed at low altitude carries inherent danger of stalling
