A-I-R ATOS VR 운영 매뉴얼 - 페이지 14

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setting and letting the glider stall to the ground. Raising the hands too high on the control frame uprights.

They should be in the area of the weak links. Be cautious of going to the uprights by moving one hand

first and then pulling yourself up with that hand. It's easy to cause large oscillations this way.

Important: After setting the flaps for landing, throw the rope over the control frame to help prevent the

inadvertent release of the flaps.

General comments

It is extremely important for maximizing your flight performance that you have a good airspeed indicator

and understand your polar and speed ranges. For a pilot of approximately 200 lbs hook-in weight with

clean harness and good flying posture, most competitive pilots assume a minimum sink rate of 135 ft/m at

23-24 mph and sink of 400 ft/m at 42 mph. Best glide occurs around 32-34 mph with 5° of flaps. All of this

varies by altitude, temp, amount of dirt on the sail, etc. Experiments with a good flight computer will

continue to improve your results.

Adjustment of the trim speed

The optimal trim speed lies between the speed of minimum sink and best glide. Slower will give a more

comfortable thermalling position but leave you at higher risk of stall, and conversely for a higher trim

speed. The most practical combination to begin with is trim speed of 28-30 mph with 15° flaps. This keeps

you in the middle of the range with a slight speed bias for safety. There is not much sink difference

between 24 mph and 28 mph. Most pilots will find it advantageous to have the extra control afforded by

the extra airspeed.

Never adjust the trim setting more than ¼ of an inch at a time without flying the glider. Small changes will

produce significant differences in trim.

Warning

Most of the ATOS is made of carbon fiber materials. These materials show a different breaking behavior

to aluminum and steel. Most metallic materials permit some damage recognition due to their behavior of

deformation. Carbon is extremely stiff and its failure mode is to shatter. From an extreme overexertion,

carbon cloth can exhibit not much more than a barely recognizable crack! Other methods must be used

for damage recognition, e.g. by checking rigidity, by observing cracking in places with stress

concentrations, a delamination in the layers (bouncing a coin will often expose this). If you have had an

extreme landing or other incident, be sure to remove the sail and inspect the area or consult your ATOS

dealer.

A Bi-Annual Inspection should be performed by a Certified Dealer every 2 years or 200 flying hours. Up to

then it is essential for you to accomplish the following maintenance work. If any ambiguity should arise,

contact the manufacturer or your ATOS dealer.

Adjustment of the spoiler ropes

The spoiler ropes are adjusted at the factory so the control frame can be moved approx. ½-1" to each

side without spoiler deployment. This should be examined before each flight. Raise the nose with one

hand and move the control frame slightly - there should be 1-2" of movement without spoiler movement.

Another (perhaps better method) is to have someone hold the keel level while you hold the wing level.

You should be able to move one wing tip up or down 6" without either spoiler deploying. This allows

straight flight without the spoilers working too often. Too much movement before spoiler deployment

makes for a sloppy feel. After the first few flying hours the knots and also the rope will tighten and stretch

requiring adjustment.