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backwards to the canopy, to lift up the glider with more impulse. During the take-off run the arms of the pilot are
first streched sideways backwards in elongation of the A-risers. When the glider then lifts up, the arms are
moving upwards. The most important thing during the take-off is, like at all other gliders too, not the force but
the constancy of the pull. Because the Voyager Biplace is very easy to lift up, you have to brake it a little bit on
steep take-off areas or in strong wind conditions, to avoid that the glider is overtaking you.
If you are starting the glider backwards (face the glider while lifting it up) in strong wind conditions, you can
avoid a too early take-off if you simply go along with the glider. The best way to train for taking off in strong
wind conditions is by regular ground handling practice.
9.3. Level flight:
With loose steering lines, depending on the wing loading, the Voyager Biplace reaches a flying speed of 37 to 39
km/h. In calm conditions the Voyager Biplace flies at minimum speed if the pull on the brake-lines is approx. 55 -
60 cm. In turbulent air we advise flying with the brakes pulled down 5 - 15 cm. The angle of attack is higher and
this makes the wing more stable. All mentioned cm-values are refering to the point at which the trailing edge is
pulled down, that means without the free run of the brake-line.
9.4. Accelerated flight:
The speed-system is the trimmer-system on the D-riser. The angle of attack is changing and the Voyager Biplace
flies 5-6 km/h faster. Due to the increased speed the reaction of the canopy is more dynamic in collapses.
9.5. Turning:
The Voyager Biplace has because of it´s steering-characteristics a very high agility: It reacts very directly and
without delays on brake-line inputs.
By weight-shift (pilot leaning on the curve´s inner side) it´s possible to fly very flat turns witt a very little loss of
height.
Weight-shift and pulling the brake on the curve´s innerside enables the pilot to fly sharp turns. For flying in
thermals we recommend a combination of weight-shift, braking the curve´s inner side and stabilisation of the
curve´s outer side by braking the outer side a little bit as well.
By varying the brake line pulls and the weight-shift (active flying), the pilot can change the radius and the bank,
what is optimizing the centering in the thermals.
Attention: If the brakelines are pulled too fast or too far the glider will be stalled!
A one-sided stall is signalized clearly by: The curves´s inner side of the wing is getting soft, and nearly stops. In
this case you have to release the brake-line!
9.6. Active flying:
By flying actively you can avoid most collapses before they occur!
Active flying means to fly the paraglider as stabile and as effective as possible by correct weight-shift and
brake-line inputs.
In turbulent air and rough thermals the canopy shoulb be kept vertically above the pilot as good as possible.
Therefore the pilot is using well dosed brake-line inputs.
If you fly into strong thermals (upwind) the glider´s angle of attack increases. If you release the brake-line while
flying into the thermals the canopy can accelerate and the glider stays more or less vertically above the pilot.
The opposite if you fly in downwashes ( down winds): Here you pull the brake-lines dosed.
9.7. Landing:
gliders for real pilots
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gliders for real pilots
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The Voyager Biplace is easy to land. During the final approach against the wind you let glide the Voyager Biplace
with slightly pulled brake-lines (just a little bit, to give the glider more stability!). When you are approx. 1 meter
above the ground you increase the angle of attack by steadily pulling both brake-lines and braking the gliders
flight thereby. When touching the ground the brake-lines should be fully pulled through.
If you have strong head wind (contrary wind) you have to be very carefull with braking of the glider. Do not brake
it too much, to avoid a stall of the glider in this very low altitude!!
We also like to advise you not to reduce height by “pumping” with the brakes. Also you should avoid to fly sharp
turns or changing the direction while landing.
After you touched down on the ground you should avoid that the canopy is dropping on it´s nose. That could
damage the profiles of the glider and affects the material in the frontal part of the glider if it happens more often
10. Winch launching (Towing):
The Voyager Biplace is certified for tow launches. You should however discuss the requirements of towing with a flying
instructor or the person in charge of the winch. Towing is only permitted when the person in charge of the winch has a valid
winch license. The equipment needed for the tow must also be certified.
11. Using a motor:
At the moment the Voyager Biplace is not yet certified for flying with a paramotor. But several manufacturers of
paramotors are planning to do this certification. The current status of the certification can be inquired from the
paramotor manufacturer or directly from us.
12. Extreme flight manoeuvres:
12.1. Asymmetric (lateral) collapse:
A asymmetric or lateral collapse is most probably the most common accident which can occur while flying a
paraglider. If the Voyager Biplace collapses lateraly in turbulent air, this usually happens only on the wing´s
outer side. To keep the flying direction during this incident, you have to brake the opposing open part of the wing.
If the collapsed part of the canopy is very big, you have to break the open side very dosed (not too much!) to avoid
a stall. After you have stopped the turning of the collapsed glider by braking the open side, you can open the
collapsed side by pumping with the brake-line on the collasped side.
If you do not react actively on the asymmetric collapse by braking the open side, the Voyager Biplace mostly
opens automatically within a half turn or less. If the glider does not open again, because of strong turbulences or
other influences (e.g. cravats), the glider will get into a steep-spiral.
12.2. Cravats:
Very big collapses or other extreme flight situations can cause on every paraglider so called cravats. The
collapsed cells getting caught up in the lines. Without a reaction of the pilot the glider is getting in a steep-spiral.
If this happens you have to stop the rotation by dosed opposite breaking.
If the rotation is increasing despite breaking you have to release the rescue-parachute immediately, especially if
you are already flying in low altitude.
If you have enough altitude you can try to correct the cravat by the following possibilities:
