Nova FACTOR 2 User manual

Version 1.0
01/06/2011

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NOVA....................................................................................... 6
The FACTOR 2....................................................................... 7
Short technical description......................................................... 7
Safety ............................................................................................ 7
Handling Characteristics............................................................ 8
Performance................................................................................. 8
Target Group............................................................................... 8
General information bevor implementing............................... 10
First flight................................................................................ 10
Registration.............................................................................. 10
Scope of delivery........................................................................ 10
Modifications on the glider....................................................... 10
Adjusting the length of the main brake line............................ 10
Suited harnesses......................................................................... 11
Weight range.............................................................................. 11
Flying the FACTOR 2.......................................................... 12
Launch........................................................................................ 12
Normal flight.............................................................................. 13
Turning....................................................................................... 14
Landing....................................................................................... 14
Manoeuvres for fast decent....................................................... 15
Big ears.................................................................................... 15
B-Stall...................................................................................... 15
Deep spiral............................................................................... 15

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C-Stall...................................................................................... 17
Collapses..................................................................................... 17
Asymmetric collapse ............................................................... 17
Front tuck................................................................................. 17
Stall manoeuvres........................................................................ 18
Spin.......................................................................................... 18
Fullstall.................................................................................... 18
Deep/Parachutal stall............................................................... 18
Cravates...................................................................................... 19
Winch launch............................................................................. 20
Speed system .............................................................................. 20
Mounting the speed system ..................................................... 20
Using the accelerator in flight ................................................. 21
Service and maintenance......................................................21
General advice ........................................................................... 21
Cleaning...................................................................................... 22
Repair......................................................................................... 22
Check.......................................................................................... 22
Environment friendly behaviour.........................................23
Disposal..................................................................................23
Technical data .......................................................................24
Overview Glider....................................................................26
Line plans...............................................................................27
Over all line lengths:.............................................................30

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Check instruction.................................................................. 30
Introduction ............................................................................... 30
Personel requirements for performing a check ...................... 30
Necessary documents and devices for performing a check.... 30
Check intervall........................................................................... 31
Performing the Check............................................................... 31
Identifying the glider ............................................................... 31
Checking the porosity.............................................................. 31
Checking the cloth strength..................................................... 32
Visual inspection of the canopy............................................... 32
Check of the line condition...................................................... 33
Measuring the line strength ..................................................... 33
Gliders with Dyneema lines on all A-lines and B-lines........... 34
Minimum required strength for the lower and mid lines......... 35
Checking the risers .................................................................. 38
Measuring the line lengths....................................................... 38
Documentation........................................................................... 38

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Congratulations, for choosing to fly a NOVA FACTOR 2. You have got a
glider, to experience exiting and safe flights for many years.
This manual contains important information and instructions to use your glider.
Please read the following pages carefully before your first flight. For questions
and suggestions please contact us: [e-mail].
To find further information about this or other products please visit our
website: www.nova-wings.com
To fully use all our maintainance and guarantee services you have to register
your glider on our website. (click LOGIN & REGISTRATION)
For more information on our guarantee services have a look here:
http://www.nova-wings.com/english/nova/guarantee.html
Now we wish you many nice ours in the air and a safe landing at the end of
every flight.
NOVA Team

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NOVA
Since the company was founded in 1989, NOVA has become one of the
world’s leading paraglider manufacturers with their head office in
Terfens/Austria.
NOVA consists of a highly qualified team and most of the team members share
the passion of flying with those pilots, who decided to fly a NOVA glider.
This passion and our Know-How are the fundamental parts of our work. By
now, the passion and the Know-How are continuously growing. This is why we
are for example pioneers in the area of air flow simulations, which allows us to
predict certain properties of a new wing quite accurately on the computer.
Last but not least we have outstanding test pilots who provide a substantial
contribution to make every new wing an unmistakable NOVA glider, which
impresses in every aspect.
But NOVA doesn’t only just stand for the development and the design of
paragliders. We also want to take the responsibility for the manufacture of our
gliders. That’s why the production of NOVA-gliders takes place in our factory
in the Hungarian town of Pecs. This allows us to influence important factors,
for example quality assurance during the whole production process.
Furthermore we can guarantee fair working conditions for about 100 NOVA-
employees in Hungary.
We are convinced that the customer benefits from better employee working
conditions, in terms of high-quality products.
What we want to achieve are happy and enthusiastic pilots, because the future
of our sport depends on the enthusiasm of the people who are part of this
wonderful sport.

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The FACTOR 2
The FACTOR 2 is the successor of the well known and very successful
FACTOR 1. The glider is a high performance EN C glider, which is dedicated
to pilots with a solid amount of experience. For those pilots, the FACTOR 2
offers outstanding performance, a very pleasant handling characteristic and a
lot of safety in practical conditions.
Short technical description
The FACTOR 2 has 61 cells. Six of those cells are closed stabilo cells on each
side.
There are three layers of lines. The first layer, the A-lines are red. B and C lines
are yellow. The brake layer, which is not one of the three line layers, is
orange/red.
The risers consist of 4 belts. On the first two belts (red) both A stem lines are
attached. Furthermore the speed system is fixed on the first A belt. On the next
two belts the B and C stem lines are attached.
Safety
No matter if flying accelerated or at trim speed, the FACTOR 2 pilot can rely
on a very stable wing in turbulent conditions. If a collapse occurs, it tends to be
quite small and the reopening occurs without impulsiveness. The responsive
brake and the increasing brake pressure helps to avoid an unintended stall when
counter braking after a collapse.
The rather small aspect ratio makes cravats very unlikely.
The overall behaviour of the Factor 2 is very predictable for pilots with the
proper amount experience.
We recommend to all Factor 2 pilots to test the behaviour after collapses
themselves (during an SIV) to get their own impression.

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Handling Characteristics
To optimise the handling characteristics the Factor 1 was our reference. We
managed to further improve the handling behaviour: The Factor 2 is even more
responsive and can be piloted very precisely. At the same time it offers enough
pitch and roll stability to relax experienced pilots during long flights, as well as
in turbulent conditions.
No matter if you want to fly wingovers, or if you want to stay inside a very
strong thermal: The Factor 2 flies wherever you want it to move. The rather low
aspect ratio and the high stability of the glider lead to a very balanced and easy
handling characteristic.
Flying the Factor 2 is a lot of fun. But we also worked hard to improve the
accelerated flight characteristics: The pressure to push the speed system is very
small and the stability in accelerated flight is very high. This allows to
comfortably use the whole speed range of the glider.
Performance
After the big performance gain, which we could achieve from Mentor 1 to
Mentor 2 our goals were quite ambitious for the Factor 2, and we could finally
reach them.
The Factor 2 glides clearly better than the Mentor 2 and the top speed is
significantly higher.
But glide performance in general and accelerated glide performance in
particular doesn’t help a lot if the glider is not stable enough to fly through
bumpy air without collapses. The Factor 2 excels in such conditions and cuts
through turbulence with high pitch stability. Due to the small operating forces
of the speed system it is easy to perform pitch corrections if necessary.
Target Group
The FACTOR 2 aims to appeal to pilots who have already gathered solid
experience with lower rated gliders and want to enjoy the next level of handling
characteristics and performance. The FACTOR 2 is also interesting for pilots
who used to fly more demanding and who are looking for more passive safety.

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Due to the outstanding performance, the FACTOR 2 is very interesting for XC
pilots, who are looking for an excellent balance between performance and
safety.
Pilots requirements:
The FACTOR 2 is a High Performance glider, which offers a very precise and
dynamic handling behaviour. We only recommend the glider for pilots who are
very well in control of certain techniques, like controlling a glider in turbulent
conditions: The pilot should be able to prevent unwanted pitch or roll
movement in bumpy air automaticly. If the pilot enters a strong thermal, he
should intuitionally release the brakes to stop the glider from pitching
backwards. When flying into sinking air, the pilot should apply more brakes.
The FACTOR 2 pilot should also be able to easily fly steep turns without
unwanted pendulum movement. We think, that a pilot, who is not capable of
those basic techniques will not be able to use the huge performance potential of
the FACTOR 2.
To react quickly and without thinking is also necessary after collapses. We
think, that this can only be achieved by training, which means by inducing
collapses. (for example by attending a SIV) Training can also mean to spend
some time on a training hill to work on your ground handling and take-off
technique.
All this will help you, to get a better understanding of your glider and to
become a better pilot.
Every pilot, who flies on their own has to be able to decide if their skills and
equipment is adequate for the respective conditions. The FACTOR 2 offers a
high level of safety for a pilot with proper skills, but misjudgements may still
have serious consequences.
The best way to avoid misjudgements is a defensive approach to the sport.
Sometimes it makes sense to pass on a flight, instead of getting yourself into
conditions you cannot handle. Regular training improves your skills and
enables you to enjoy your flights, even in more difficult conditions.
If you don’t meet the requirements for such a glider, you won’t be able to use
the potential of the FACTOR 2. You will fly longer, further, safer and with
more joy with a lower rated wing, like the MENTOR 2 for example.

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Please consider these thoughts!
General information bevor implementing
First flight
Every NOVA glider has to be flown and checked through a NOVA dealer. This
flight (date and pilot) has to be entered on the stabilo of the wing.
Registration
To get all warranty and service features, you have to register your glider on our
Homepage. Please choose “LOGIN&REGISTRATION” and follow the advice
for registration
Scope of delivery
The FACTOR 2 is shipped with a rucksack, an inner pack sack, a riserbag, the
speed system, a windsock, the manual and a patch.
Modifications on the glider
Any modification (e.g. change of line lengths, changes on the speed system)
causes a loss of air worthiness. We recommend that you contact NOVA before
performing any kind of change.
Adjusting the length of the main brake line
Especially if you use your glider with a motor it might be necessary to lengthen
your main brake line. You have to make sure, that the length of both brakes is
always the same. Further more you have to use a palstek to mount the brake
handle to the brake line. (see picture below)
If you adjust the brake lengths for motor use, do not forget to shorten it again
before flying the wing without a motor. Otherwise you might experience
serious problems at take off.
The brake line must not be shorter than the original length. The black mark has
to be always visible like shown in the picture below.
If the brake line is shorter, this might affect the safety of your glider.

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Palstek
Suited harnesses
The FACTOR 2 is approved for any harness of the class “GH” (without
diagonal bracing). This means almost every harness which is currently
available.
The choice of the harness has a big influence on the flight characteristics of the
FACTOR 2. There are harnesses which allow very effective weight shifting on
the one hand, but which tip to the side in turbulences quite undamped on the
other hand.
Other harnesses don’t allow extreme weight shifting, but they will give the pilot
a calmer feel in turbulent conditions.
A good flying school can help on this topic with individual advice.
Weight range
Each size of the FACTOR 2 is certified for a certain weight range. The weight
refers to the “overall take off weight”. This means the weight of the pilot, the
glider, the harness and all other equipment.
If you fly the FACTOR 2 on the lower half of the weight range, the agility
decreases and the glider will be more damped. In strong turbulences the wing
tends to deform and to collapse slightly more than with a higher wing loading.
If you mainly fly in weak conditions and you are not a fan of a very dynamic

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flight behaviour, you should consider flying the FACTOR 2 in this weight
range.
If you fly the FACTOR 2 on the upper half of the weight range, the agility and
the stability in turbulences will increase. Also the speed will increase slightly.
The self damping will decrease in turns, as well as after collapses, so if you
often plan to fly in bumpy conditions and you want a dynamic flight
characteristic you should go for the top of the weight range.
Flying the FACTOR 2
We suggest performing your first flights with a new wing in calm conditions to
get used to the flight behaviour without any stress. We also recommend to do
some take-offs on a training hill or some ground handling to get a good feeling
for your glider from the very beginning.
Launch
Before every take off the pilot has to ensure that the equipment is in a proper
condition, especially the glider, the harness and the reserve system.
Just before launch we recommend a check routine, which should be performed
carefully. (Many accidents at take off could be avoided by a proper check!)
We recommend the following routine:
1.) Strapped up (Leg strap and chest strap on the harness and helmet strap
all done up)
2.) Clipped in (Risers untwisted and connected to the karabiners, speed
system attached and karabiners properly closed)
3.) Lines (A lines on top, all lines sorted, brake line unlooped between
brake handle and pulley)
4.) Glider (glider lies arched with opened cell openings at take off.)
5.) Wind and airspace (wind suitable for launch and airspace in front of
take off free of other gliders)

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The FACTOR 2 has a very well balanced and easy take off behaviour.
Corrections are easy to perform at any time and no special advice is needed for
forward or reverse launches.
A proper take off technique can only be learnt by intensive training. That’s why
we recommend to spend some time on a training hill every once in a while.
Also some ground handling will improve your take off skills. The best thing is
to have an experienced pilot with you who can help with some advice.
Like this, you will soon be able to launch your glider confidently, even in
difficult conditions. This will add a lot of safety to your flying and it allows you
to enjoy your flights from the very beginning.
Normal flight
If you release both brakes (“Hands up”) the FACTOR 2 glides at the so called
“trim speed”. At this speed, the glide ratio reaches its maximum.
If you fly into a headwind or through sinking air, you should use the accelerator
to maximise your glide ratio. If you use the accelerator in turbulent conditions,
you have to consider more demanding reactions in the case of a collapse. So
you should keep more distance from the ground if you fly accelerated.
If you fly in strong turbulences we recommend applying both brakes slightly.
This increases the stability and you get good feedback through the brakes,
which is necessary to fly your wing actively.
Flying actively means permanent control and correction of the angle of attack
in turbulent air. If you fly from lift into an area of sinking air, the angle of
attack will decrease and the wing will pitch down. A good pilot will realise this
even before the wing pitches down, by a reduced brake pressure. The right
reaction would be to apply the brakes more and thereby increase brake pressure
to prevent the wing from pitching down or even from collapsing in turbulent
conditions.
Flying from sinking air into lift is just the opposite: Without any pilot action,
the angle of attack would increase and the wing would pitch up. The pilot can
feel this, by an increased brake pressure. In this situation, the pilot should
release the brakes to reduce the pitch movement.
To generalize:

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If the brake pressure decreases and if the wing pitches down, the pilot should
apply more brakes. If the brake pressure increases and if the wing pitches up,
the brakes should be released.
With proper active flight control, the pilot can avoid most of the collapses and
keep control in every moment. The best way to learn this is of course flying,
but ground handling definitely helps to improve the feeling for the glider. A
good training exercise is to stabilise the wing above your head with the brakes,
without looking at it. This helps as well for improving the forward launch.
Turning
A smooth turn is an interaction of inner brake, outer brake and weight shifting.
The difficulty is finding the right amount, which is important if you want to
climb efficiently in thermals.
The FACTOR 2 turns quite sensitively, so only small inputs are needed for
performing precise turns. Tight and quick turns or fast changes of turning
direction without unwanted pendulum movement are quite complex and take
some training. It should be the goal of every pilot to master these skills
perfectly.
Attention:
If you can’t use the brakes for steering the glider you can use the C-risers
instead. (This might be necessary for example, if the brake lines tangled up due
to a bad pre-launch check or less likely, if the main brake line tears).
The FACTOR 2 can be turned quite well with the C-risers combined with
weight shifting. You can also land the glider nice and smooth just with the C-
risers. Don’t pull the C-risers too much, to avoid a deep stall!
Landing
Landing the FACTOR 2 is very easy. In turbulent conditions we recommend
applying brakes (approximately 20% of the available brake travel) during the
whole approach. This will increase the stability of the glider and the feeling of
the wing.

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Just before touch down you should apply more brake. Many times it makes
sense to induce a stall.
Attention: A deep stall in just 2 meters height can cause a quite violent
touch down. Make sure to not fully apply the brakes until you are close
enough to the ground.
Manoeuvres for fast decent
Big ears
To do big ears, pull the outer A-line (attached on a separate belt) on both sides.
Keep the brake handles (without extra wraps) in your hands.
As long as you keep both outer A-risers pulled, the wingtips will be folded and
the sink speed will increase. We recommend to additionally push the speed bar
to increase the sink speed further and to also increase forward speed. The drag
of the folded wingtips increases the angle of attack. By pushing the speed bar,
this effect is compensated.
To end the manoeuvre, release the A-risers. If the wingtips don’t open
automatically, you can inflate them by applying the brakes with a short impulse
movement.
B-Stall
Due to the aspect ratio of the glider and due to the suspension layout, the
FACTOR 2 can show a quite demanding behaviour when executing the B-Stall.
But a manoeuvre for fast decent has work perfectly in very turbulent
conditions. That’s why we do not recommend the B-Stall with the FACTOR 2.
Deep spiral
The deep spiral is the most demanding of the three manoeuvres. (Ears, B-Stall
and Deep Spiral) You should only practise it with a lot of altitude. The best
way is to learn it under professional guidance.
Entering a deep spiral can be divided into two phases:
First, you fly a turn by applying one brake and by shifting your weight to the
same side, the glider will bank up and increase its turning speed. This phase
ends at a sink rate of roughly 8m/s –10m/s. (depending on the wing loading)

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Then at the beginning of the second phase the g-forces increase rapidly and the
leading edge will lean towards the ground. In a fully developed deep spiral, the
leading edge is almost parallel to the ground. The maximum sink rate with the
FACTOR 2 can get up to 25m/s and more.
The first attempts to fly a deep spiral should be stopped clearly before reaching
the second phase to get used to the quick rotation and to practice the exit
without pendulum swinging. The exit should be performed by simply releasing
the inner brake with a neutral weight-shift. The FACTOR 2 will then decrease
its bank angle and go back to normal flight. To avoid a pendulum movement,
the inner brake has to be pulled in the moment the wing wants to reduce its
bank rapidly.
By applying the inner brake again, you force the glider to exit the spiral
movement not rapidly but during two or three rotations. It is very important to
master this exercise before continuing to the second phase of the deep spiral.
The pilot will feel the entering of this phase by the suddenly increased g-force.
In this moment, the pilot is being pushed to the outer side of the harness. It is
important to not counteract. So the pilot should lean to the outer side to avoid a
stable spiral. (See below)
If the pilot weight shifts to the outer side, the spiral movement will get slower
as soon as the pilot releases the inner brake. The rest of the exit works as
explained above for the first phase of the deep spiral.
If the pilot shifts his weight clearly to the inner side, the FACTOR 2 might stay
in a deep spiral, even when releasing both brakes. In this case, it helps to apply
the outer brake, or both brakes and of course to shift the weight to the outer
side.
Please don’t underestimate the difficulty of learning the deep spiral. The sink
rates are a lot higher than what you are used to from other manoeuvres and the
fast rotation might lead to disorientation. The high g-loads of up to 3g make the
manoeuvre even more demanding as you might have problems like the so
called “black out”, where you temporarily lose your vision due to the g-load. It
is very important to get a feeling for the reactions of your body to this
manoeuvre.
If you practice it well, it is a fun manoeuvre that enables you to loose height
faster than with any other manoeuvre.

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C-Stall
This manoeuvre can be found sporadically in some paragliding literature. We
don’t recommend it, because entering and exiting the C-stall can be very
demanding and dangerous for many pilots.
Collapses
Asymmetric collapse
If you fly in strong turbulences, one side of the glider might collapse. This
happens if one side of the wing doesn’t produce lift anymore, due to a low
angle of attack. If there is no lift, the lines get loose and the wing deforms or
collapses.
Most of these collapses are rather small –they only affect a small part of the
wingspan. In such a case, the FACTOR 2 continues to fly almost unaffected. If
the collapse affects 50% of the wingspan or more, the wing will react
considerably:
Due to the increased drag of the collapsed wing, the glider will turn to the
collapsed side. Furthermore, the glider will pitch down because of the increased
wing loading. (The glider has to increase its speed because of the reduced area
–that’s what causes the pitching down.)
The pilot can prevent the glider from pitching and turning, by applying the
brake on the non collapsed side of the wing. If a collapse occurs close to the
ground it is essential to react properly. The proper reaction should be taught at
high altitude, ideally under professional guidance.
As explained above, most of the collapses can be prevented, if you fly actively!
Front tuck
A front tuck occurs, if the angle of attack gets too low on the whole wingspan,
then the whole leading edge will collapse. After the asymmetric tuck, the
FACTOR 2 will go back to normal flight automatically. The pilot can expedite
the opening process by slightly applying both brakes.

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Stall manoeuvres
Spin
If you pull one brake too much, you might induce a so called spin. The centre
of rotation is no longer far outside the wing (like during a normal turn), but it
moves inside the wing. Furthermore the rotation speed increases. The FACTOR
2 will go back to normal flight, if the pilot releases both brakes. The FACTOR
2’s spin behaviour is easily manageable: It takes a lot of brake travel to induce
the spin, and then the pilot has quite some time to react and release both brakes.
Fullstall
If you pull both brakes too far, the wing will perform a so called full stall. The
wing suddenly stops its forward motion, but the pilot is still moving forward.
So from the pilots view, the glider will tilt backwards. It is very important to
not release the brakes in this moment. Otherwise the glider might surge forward
below the pilot.
The Full Stall is a complex manoeuvre and the perfect execution can not be
explained in this manual. If you want to learn a proper full stall, it makes sense
to do this under professional guidance.
The available brake travel before stalling the wing depends on the size. It is
approximately 50 cm for the FACTOR 2 XS, 53cm for the FACTOR 2 S, 58cm
for the FACTOR 2 M, and 62cm for the FACTOR 2 L.
Those numbers are just a rough indication. (The publication of the brake travel
is claimed by the EN 926.)
It would be dangerous to use the brake travel according to those numbers,
because it is not practicable to measure the brake travel during flight, and in
turbulences the stall might occur with less brake travel. If you want to use the
whole brake travel of your glider safely, it is necessary do many intended spins
and full stalls to get a feeling for the stall behaviour.
Deep/Parachutal stall
The Deep Stall, or Parachutal Stall is kind of the pre stage to a Full Stall. The
wing has no forward motion and a high sink speed, but it is almost fully
inflated. The pilot can enter the Deep Stall by applying both brakes. It is very
difficult to keep the wing in a Deep Stall: If you pull the brakes a little too

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much, the glider will enter a Full Stall. If you release the brakes too much, the
glider will go back to normal flight. To practice a Deep Stall, it is necessary to
master the Full Stall first.
A very old or worn out glider with a porous cloth or with a changed trim (due
to many winch launches, or deep spirals) might stay in a deep stall even after
releasing both brakes. Do not apply the brakes in such a situation, because the
wing would then enter a full stall ! You can exit the deep stall by pushing the
speed bar, or by simply pushing the A-risers forward. If you fly through rain,
the risk of a deep stall is higher. We strongly advice against flying in rainy
conditions. If it happens, that you get into rainfall, we recommend not
performing a B-stall or Big Ears. Our recommendation is to leave the rain as
soon as possible and to fly with both brakes released, or even accelerated, as
this reduces the risk of a deep stall. (The available brake travel before entering
a deep stall may be reduced significantly.)
Cravates
After a big collapse or after a badly executed Full Stall, a part of the wing
might be tangled up in the lines, and won’t reopen automatically. This is what
you call a cravate. During our extensive test flights with the FACTOR 2 we
never experienced a cravate but this situation cannot be eliminated with any
paraglider.
In case of a cravate we recommend the following actions:
1.) Counter steer: Probably the wing wants to turn to the side of the
cravate. In some cases, the turning happens quickly and will end in a
stable deep spiral without the pilot’s action. So it is important to react
quickly by counter steering.
2.) Opening the cravate by applying the brake with an impulse movement:
Some cravats can be opened with this method. It is important to keep
the wing in straight flight by pulling the other brake all the time.
3.) Pulling the stabilo line: Some cravats can be opened by strongly
pulling the stabilo line. (It is the orange line on the B-riser. Have a
look at it or grab it every once in a while and you will be able to react
quicker in a moment of danger.)

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4.) Full stall: Many cravats can be opened by using the Full Stall. But of
course you have to have solid experience with this manoeuvre to be
able to use it properly.
5.) Induce a collapse: Sometimes it helps to induce a collapse on the side
with the cravatte.
6.) Reserve: If you loose control or if you are not absolutely sure that you
have enough height for further attempts to recover, immediately use
your reserve!
Many pilots wait way too long before using their reserve. Some don’t use the
reserve at all if they lose control of their glider. We strongly recommend to at
least mentally practice the use of the reserve from time to time: Grab the handle
of the reserve in flight, like you would do it in case of emergency. Many clubs
or schools offer to throw the rescue for example in a gym. The most realistic
way of training is to use the reserve in real flight. Many SIV Clinics offer that
as part of their training.
Winch launch
The FACTOR 2 is very easy to launch on the winch. You should start to climb
at a flat angle.
We recommend the use of a towing device which accelerates the glider during
the winch launch.
Speed system
Mounting the speed system
Most harnesses have two pulleys on each side. Some light harnesses have
simple rings instead. Guide the accelerator ropes (included in the delivery)
from top to bottom through these pulleys. Then fix the speed bar on the bottom
of the ropes.
It is important to adjust the length correctly. If you set it too short, the glider
might fly accelerated all the time, which definitely has to be avoided. If you set
it too long, you might not be able to use the full accelerator travel.