Climbing
Once you took off safely, continue heading against the wind, using brakes to
correct rate of climb. Do not try to climb too steeply - attempts to increase climb
rate by pulling the brakes will have an adverse effect - due to the additional
drag actual rate of climb will worsen, and with the throttle fully opened open
even a stall can happen. In powered flight the Universal behaves more like an
aeroplane than a paraglider, and it is good idea to regard it as such. If there are
no obstacles present, it is by far safer (and more impressive for the spectators)
to fly level for a while after take-off and gain some speed before converting it to
height with a brief pull on the brakes. Another reason not to try climbing too
steeply is the risk connected with engine failure at low altitude. Even as
Universal in a steep climb does not stay behind as much as conventional
paragliders do, the low speed is more likely to cause a stall. Besides, you
should always be able to land safely in case of engine malfunction, so it’s
better not to take unnecessary chances and always fly with a safe margin of
speed. Depending on the power unit geometry, it is possible that after take-off
you will notice a propeller torque (turning moment). It will try to turn you around,
so be counter-steer it with a brake or harness cross-bracing. In Universal there
is our TEA system present, making possible to counter the torque in case there
is no cross-bracing. To make TEA work properly you should assembly the line
on proper side (as of propeller direction) and adjust the blocking knot
accordingly to torque force. When climbing steeply with slow trim settings and
high power output beware of the possibility of stall. Due to typical PPG feature -
considerable vertical distance between thrust axis and wing chord - the range
of safe power operation is closely connected to your skills and equipment.
Power-unit induced oscillations
Certain configurations of engine weight, output and propeller diameter can
cause serious oscillations, during which the pilot is being lifted to one side by
the torque effect, swings down due to his weight, then is lifted again and so on.
To avoid this you can:
= change the throttle setting and/or
= adjust the cross bracing to counteract the torque, if there is one present
and/or
= use the TEA, pulling down the knot through the tube, simultaneously
blocking it in the slit and/or
= shift yourself to the other side of the harness and/or
= change the trimmer setting.
The best method is to fasten opposite cross-bracing, or apply some weight-
shift. Such oscillations usually occur at full power - the greater the engine
output and propeller diameter, the bigger the swings. In addition there are often
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