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correction, bump again. In pitch, stay on top of the situation and be as aggressive as necessary to keep the tug on
the horizon.
USING THE VG SYSTEM
The Combat VG system uses a reduction system of pulleys between the central part of the crossbar and the hang
point tower channel to enable a wide VG range. The change in airframe nose angle from VG loose to tight is over 2
degrees. Tightening the VG increases the spanwise tension which the airframe places on the sail, reducing the
spanwise twist and the sail elasticity. The result is an increase in L/D performance and a reduction in roll control
authority and roll control response.
The VG is activated by pulling on the VG rope and then moving the rope to set the rope in the cleat. The
recommended procedure for increasing VG tension is to grasp the rope firmly at the cleat, and pull straight along the
basebar.
VG full loose is for maximizing roll control authority and roll rate.
Between VG full loose and VG one half, the glider retains good lateral control authority and response.
Tighter than VG one half, the glider's roll pressures increase significantly and the roll rate becomes significantly
slower. Tight VG settings are recommended for straight line gliding, or for flying in smoother conditions when well
clear of both the terrain and of other gliders. The stall characteristics of the Combat at tighter VG settings are more
abrupt and less forgiving and the glider is more susceptible to spinning. Full breaking stalls and accelerated stalls at
tighter VG settings are not recommended.
USING THE MOVABLE HANG POINT SYSTEM
If your glider is equipped with the movable hang point system, refer to the Movable Hang Point System Manual for
correct operation.
LANDING THE COMBAT-C
Under ideal conditions, landing approaches are best done so as to include a long straight final into the wind at a
speed above best L/D speed. In a very limited field, or a field which slopes slightly downhill, when landing in light
wind, you may need to make your final approach at a slower speed, perhaps as slow as minimum sink, in order to be
able to land within the field.
In winds of less than 5 km/h (3 mph), if the landing area slopes down hill at more than 10:1, you should seriously
consider landing downwind and uphill; or crosswind, across the slope. Landing attempts, which require slow speed
approaches, maneuvering around obstacles or into a restricted area, or downwind or crosswind landings are not
recommended for pilots below an advanced skill level.
We recommend that you make your approach with the VG set between full loose and 1/2 on. A full loose VG setting
will reduce glide performance, making it easier to land on a target or within a small field. It will also ensure maximum
control authority during the approach, and especially when flying very slowly on final. At VG full loose, however, there
is some loss of aerodynamic efficiency and flare authority, For this reason, in very light winds, at higher wing loadings
or at higher density altitudes, it is recommended that a setting of VG 1/3 – 1/2 ore more be used. A full loose VG
setting will also increase the glider's roll sensitivity, and some pilots have had difficulty with roll / yaw oscillations on
final. The best way to avoid this is to fly your entire approach at a constant airspeed, and to control your touchdown
point by making adjustments to the shape of your pattern. You should choose your approach speed based on the
amount of wind and turbulence present - in stronger wind and more turbulent air, fly faster. In any case, however, try
to fly a constant airspeed throughout the approach.
Once established on a straight final approach, with wings level and flying directly into the wind, you should fly the
glider down to where the basetube is between 1 and 2 m (3-6 ft) off the ground. At this altitude, let the control bar out
just enough to "round out" so that your descent is arrested and your flight path parallels the ground. The remainder of
your approach will consist of bleeding off excess speed while paralleling the ground and keeping the wings level and
the nose pointed in your direction of flight until it is time to "flare" for landing.
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