APCO Aviation CRUISER 400 User manual

12/08/2019 (rev-2)
APCO Aviation
Setting Future Standards
Factory: 7, Chalamish Street - Industrial Park - Caesarea 3088900 ISRAEL www.apcoaviation.com
Tel: [phone] Fax [phone]

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CONTENTS:
1 CRUISER TECHNICAL DATA 3
1.8 m/s 3
2 DISCLAIMER OF LIABILITY 3
3 CONSTRUCTION 4
4 MATERIALS 4
5 FLEXON® Batten system: 4
6 TRIMMING 5
7 RISERS: 5
8 INSPECTION 5
8.1 GENERAL 5
8.2 QUIK LINK SAFETY INSTRUCTION 5
8.3 BRAKE SETTING 5
8.4 FIRST CHECK AND PREFLIGHT INSPECTION 6
8.5 REGULAR INSPECTION CHECKS: 6
8.6 LINE MAINTENANCE 6
8.6.1 LAYOUT 7
8.6.2 ASYMMETRIC COLLAPSE 7
8.6.3 FRONT STALL OR SYMMETRIC COLLAPSE 8
8.6.4 SPIRAL DIVES 8
8.6.5 STRONG TURBULENCE 8
8.7 TAKE-OFF 8
8.7.1 LAUNCH 8
8.7.2 Take off procedure: 9
8.7.3 CLIMBING 9
8.8 LEVEL FLIGHT 10
8.9 LANDING 10
8.9.1 POWERED LANDINGS 10
8.9.2 POWER OFF LANDING (emergency landing): 10
9 PACKING 11
10 MAINTENANCE & CLEANING 11
11 STORAGE 12
12 DAMAGE 12
13 GENERAL ADVICE 12
13.1 DIAGRAMS & LINE TABLES 13
WARNING
This is not a training manual. It is extremely dangerous to yourself and others to
attempt to fly this or any paraglider without first completing a flying course given by a
qualified instructor.
Apco Aviation's gliders are carefully manufactured and inspected by the factory.
Please use the glider only as described in this manual. Do not make any changes to the
glider.
AS WITH ANY SPORT - WITHOUT TAKING THE APPROPRIATE PRECAUTIONS,
PARAGLIDING CAN BE DANGEROUS.

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1 CRUISER TECHNICAL DATA
Size
400
500
550
Cells
30
30
32
Area m2
37.1 (400 sq. ft.)
46.5 (500 sq. ft.)
50.3 (541 sq. ft.)
Area (projected) m2
31.2
38.8
42
Span (incl. Stabiliser) m
11.57
12.94
13.88
Span (projected) m
9.18
10.27
11.01
Aspect Ratio
3.6
3.6
3.83
Aspect Ratio (projected)
2.72
2.72
2.89
Payload kg
130-250
230-400
300-500
Weight of Canopy Kg
8
10
11
Root Cord m
3.66
4.1
4.1
Tip Cord m
1.03
1.16
1.16
Length of Lines on B m
5.09
5.69
6.09
Total length of line used m
334
374
401
Lines
Material
Diameter
Strength [kg]
Top; Bottom E&F
Super Aramid
1.8mm
230
Bottom A&B; C&D
Super Aramid
3.0mm
450
Brake top; safety BR
Super Aramid
1.8mm
230
Brake Bottom
Polyester
5.0mm
450
Sail Cloth
Nylon
Zero porosity “rip stop”
PERFORMANCE DATA
V-min.
27km/h
V-trim
52-58km/h
Min Sink (at optimum wing loading)
1.8 m/s
2 DISCLAIMER OF LIABILITY
Taking into consideration the inherent risk in paragliding or hang gliding, (free flying and
motorized), it must be expressly understood that the manufacturer and seller do not assume
any responsibility for accidents, losses and direct or indirect damage following the use or
misuse of this product.
APCO Aviation Ltd. is engaged in the manufacture and sale of hang gliding, paragliding,
motorized Para/hang gliding and emergency parachute equipment.
This equipment should be used under proper conditions and after proper instruction from a
qualified instructor. APCO Aviation Ltd. has no control over the use of this equipment and a
person using this equipment assumes all risks of damage or injury.
APCO Aviation Ltd. disclaims any liability or responsibility for injuries or damages resulting
from the use of this equipment.
The glider is designed to perform in the frame of the required class as certified.

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3 CONSTRUCTION
The glider is constructed with a top and bottom surface, connected by ribs.
One top and bottom panel, together with the connecting ribs is called a cell.
Each cell has an opening on the front lower part. The cells fill with air forcing the panels to
take the shape dictated by the airfoil (rib) section.
On either side the wing ends in a stabilizer or wing tip, which provides straight-line (Yaw)
stability and produces some outward lift to keep the span-wise tension.
The front part of the ribs use APCO's FLEXON batten system to keep the leading edge
shaped at high speeds and in turbulent air. They also improve the performance and the
launch characteristics of the glider.
4 MATERIALS
The glider is made from tear resistant Ripstop Nylon cloth, which is P.U. coated to zero
porosity and then siliconized to give the fabric high resistance to the elements. Different
cloth is used for the top, bottom and ribs due to their different functions.
The lines are made of superaramid covered with a polyester sheath for protection against
UV, wear and abrasion.
The bottom section of the brake lines is made of polyester because of its better mechanical
properties.
The maillon quick links that attach the lines to the risers are made of stainless steel.
5 FLEXON® Batten system:
New generation FLEXON ® batten system incorporated (see below) in the leading edge of
the ribs, insuring perfect profile shape (instead of traditional Mylar reinforcement). FLEXON
® battens reduce the weight of the glider by an additional 500gr. and unlike Mylar
reinforcement will guarantee no deterioration in performance or launch.
Additional advantage of FLEXON batten is that it is practically indestructible, safeguarding
the performance and launch over the lifespan of the glider.

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6 TRIMMING
All Apco gliders are trimmed for optimum performance combined with unsurpassed safety.
It is very important not to re-trim or tamper with any of the lines or risers as this may alter
the performance and safety. Trimming of the brake line should be done in accordance with
this manual and carefully checked before flying.
7 RISERS:
The CRUISER is available in Std and Narrow (110) designed for a standard PPC (trike)
configuration, with a 140-160 cm distance between the base of the risers and should be
using the standard risers of the PPC (trike) manufacturers, or Narrow, wityh a distyance of
110cm between attachment points on the frame. For further information contact your PPC
manufacturer (trike).
8 INSPECTION
8.1 GENERAL
Pilots, please insure that your wing has been test flown and fully checked by your
dealer before taking it into your possession.
Verify that the dealer checked and confirms that the glider is airworthy.
8.2 QUIK LINK SAFETY INSTRUCTION
Tightening torque of nut: 1,20 [NM] – Secure the nut with a drop of "Loctite" glue.
8.3 BRAKE SETTING
The CRUISER is supplied with brake safety line (brake line measurement setting line). In
order to set the correct length of the brake after connecting the CRUISER to the PPC and

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rigging the brake line through the intended pullies on the machine, use another hand to
hold the brake lines together pulling away from the PPC till the safety line is tight, adjust
the main brake line in accordance to this length and fix it to that position.
NOTE:
• It is very important that the brake line is set to the correct length (first few
centimetres of the brake are fairly light, while still functioning).
• If the brake is set too short, it will result in delayed inflation and the glider will
not come over head as easily. If set too long there will be a slack of the
controls and will not function as intended.
• DO NOT trim off the safety brake line as it will be very helpful when re-
assembling the wing after periodical check, changing between machines.
•
8.4 FIRST CHECK AND PREFLIGHT INSPECTION
With every new wing, the following points should be checked:
• Connection points between the wing and the trike.
• Check that there are no lines twisted, tangled or knotted.
• Check that the risers are hooked up to the trike correctly.
8.5 REGULAR INSPECTION CHECKS:
Following are the wing inspections provided by the manufacturer, however further
inspections must be made of the entire flying machine before taking off.
• Damage to lines, webbing and thread on the stitching of risers.
• The stainless steel connection links on the risers are not damaged and are fully closed.
• The sewing and connection of the lines.
• Damage to hook up points on the wing.
• Internal damage to the ribs.
• Damage to the top and bottom panels and seams between panels.
8.6 LINE MAINTENANCE
Several groups of suspension lines and one brake line are attached to each riser. The
groups are called A&B, C&D and brake lines.
Superaramid lines are known to be sensitive to the influence of the elements. They
must be carefully inspected periodically. In his/her own interest, the pilot must observe the
following points to ensure maximum performance and safety from the wing.
• Avoid sharp bending and squeezing of lines.
• Take care that people do not step on the lines.
• Do not pull or jerk the lines if they are caught on rocks or vegetation.

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• Avoid getting the lines wet. If they do get wet, dry them as soon as possible at room
temperature and never store them wet. Never fly with wet lines as their tensile strength will
be temporarily reduced.
IT IS STRICTLY RECOMMENDED TO CHANGE THE BOTTOM LINES ON EVERY
PARAGLIDER ONCE A YEAR OR EVERY 100 HOURS, WHICH EVER COMES FIRST.
THE REST OF THE LINES MUST BE CHECKED YEARLY AND REPLACED IF
NECESSARY. THIS RECOMMENDATION IS IN LINE WITH ISRAELI REGULATIONS,
BINDING IN ISRAEL. AS AN ALTERNATIVE, WE SUGGEST FOR YOU TO FOLLOW THE
REGULATIONS SET BY YOUR NATIONAL AUTHORITIES WITH REGARD TO LINE
MAINTENANCE AND REPLACEMENT.
NEVER REPLACE THE LINES WITH DIFFERENT DIAMETER OR TYPE OF LINES AS
ALL WINGS WERE LOAD TESTED FOR SAFETY IN THEIR ORIGINAL
CONFIGURATION. CHANGING LINE DIAMETER/STRENGTHS CAN HAVE FATAL
CONSEQUENCES.
For replacement lines please refer to our online direct line services
Every six months one A&B and one C&D line must be tested for minimum 45 % of the rated
strength. If the line fails under the load test or does not return to its specified length all the
corresponding lines must be replaced (e.g. if the line is rated 100 kg. it must withhold 45 kg.
or more)
Professional use of wings: Schooling and competition flying requires more frequent line
inspection and replacement of A&B, C&D and brake lines.
8.6.1 LAYOUT
Pre-flight check should be done before every flight.
Spread the wing on the ground. Spread the lines, dividing them into groups A&B, C&D and
brake lines left and right. Make sure the lines are free and not twisted or knotted.
Make sure all the lines are on top of the wing and none are caught on vegetation or rocks
under the wing. Lay out the wing in a horseshoe shape. This method insures that all the
lines are equally tensioned on launch, and results in an even inflation.
The Flexon rib reinforcements will keep the leading edge open for easy inflation.
The most common reason for a bad launch is a bad layout!
8.6.2 ASYMMETRIC COLLAPSE
If one side of the wing partially folds or collapses it is important to keep your flying direction
by applying weight shift and some brake on the opposite side.
The wing should re-inflate on its own without any input from the pilot.
To help re-inflation it is possible to apply some brake on the collapsed side and release
immediately.
In the event of a big deflation, i.e. 70%, it is important to apply brake on the inflated side of
the wing, but care must be taken not to apply too much as you could stall the flying side.
The wing is very solid and has a strong tendency to re-inflate after collapse.

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8.6.3 FRONT STALL OR SYMMETRIC COLLAPSE
In the event of a front stall the wing will normally re-inflate on its own immediately without
any change of direction. To speed up re-inflation briefly apply 30%-40% brake (to pump
open the leading edge). Do not hold the brakes down permanently to avoid an unwanted
stall.
8.6.4 SPIRAL DIVES
The CRUISER has very good behaviour in spiral and has no tendency to stick in the spiral.
By progressively applying brake on one side the wing can be put into a spiral dive. Safe high
sink rates can be achieved like this. The spiral has to be exited slowly by releasing the brake
over one complete turn or the wing may pitch forward and possibly suffer a collapse.
Care must be taken that the pilot has enough height to exit the spiral safely.
Sink rates in excess of 19m/s can be obtained.
CAUTION:
SOME WINGS CAN BE NEUTRAL IN SPIRAL AND MAY NOT EXIT WITHOUT PILOT
INPUT. TO EXIT A NEUTRAL SPIRAL THE PILOT HAS TO APPLY BRAKE INPUT TO
TURN OUT OF THE SPIRAL (ON THE OUTSIDE WING). AS SOON AS THE WING
STARTS TO SLOW DOWN IN THE SPIRAL THE OUTSIDE BRAKE MUST BE RELEASED.
PILOTS CAN SUFFER BLACK OUTS IN SPIRALS AND THE PILOT HAS TO EXIT THE
SPIRAL AS SOON AS he/she FEELS ANY ABNORMAL SYMPTOMS (Black dots in field of
vision or light-headedness).
8.6.5 STRONG TURBULENCE
NEVER FLY IN STRONG TURBULENCE!
If you unexpectedly encounter strong turbulence, fly with about 20% brake applied to
increase the internal pressure and the angle of attack of the canopy and land as soon as
possible.
8.7 TAKE-OFF
8.7.1 LAUNCH
Please check wind direction, even when it seems that there is no wind at all, there is
always some drift.
Therefore be careful in determining the conditions, since in PPC flying it is most important
that the launch and initial climb are performed with a head wind (the danger of losing your
airspeed while crossing the wind gradient is greatly reduced).
Special attention must be paid to trees, power lines and other obstacles, including the
possibility of emerging rotors.
Launch preparation
Lay out the wing in an arc, downwind of the power unit, with all suspension lines taut and
pointing toward center of the power unit.

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Now have quick checks if:
• Helmet is on and fastened for both passenger and pilot.
• Passenger and pilot have fastened the belts properly.
• The risers are properly connected and laid out.
• The brakes are pulled to the neutral position and laid out so they are not caught on the
frame.
• Propeller is clear.
• The engine delivers full power.
• Take off area is clear of obstacles and free to use.
8.7.2 Take off procedure:
• Open the throttle continuously at a rate that when the lines are fully
straightened the throttle is at the position of 50%-100% depending on your
PPC, some experience is how ever required to get the proper judgement.
And let the canopy climb above your head.
CAUTION:
THE CRUISER HAS A GREAT LIFTING CAPACITY, THUS GIVING MORE THROTTLE
CAN LIFT THE MACHINE BEFORE REQUIRED.
• When the canopy is above your head, reduce the throttle to about half of the
range, check the canopy and center it above your head if necessary.
NOTE: If throttle was eaised off too early or, too much brake applied during
the inflation, or not enough power being used, the wing can get stuck behind
at an of 50-70 degrees. In that case ease off the throttle completly, the wing
drop back to the ground and then re-inflate.
• Recheck if take-off is clear, open the throttle fully and take off.
• Do not try to take off until your wing is overhead. Hitting power before that
can cause dangerous oscillations.
8.7.3 CLIMBING
Once you are safely airborne, continue heading against the wind, using brakes to correct
the direction.
Do not try to climb too steeply.
In a flight the CRUISER behaves more like an airplane than a paraglider, and it is good
idea to regard it as such. If there are no obstacles present, it is by far safer to fly level for a
while after take-off, clearing the ground gradually, gaining some speed before converting it
to height with a brief application of brakes.
Another reason to avoid climbing too steeply is the risk of engine failure at low altitude.
CAUTION:
IT IS HIGHLY RECOMMENDED TO BOTH LAUNCH, LAND AND PACK THE WING ON
A SOFT SURFACE SUCH AS GRASS OR SAND. ANY HANDLING (SUCH AS
LAUNCHING, LANDING, FOLDING, MAINTAINING) OF THE WING ON ROUGH, HARD
SURFACES (PAVED, TARRED, OR ROCKY), WILL DAMAGE THE FABRIC IN
CONTACT AREAS WITH THE GROUND AS A RESULT OF ABRASION.

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You should always be able to land safely in case of engine malfunction, so it’s better not to
take unnecessary risk and always fly with a safe margin of speed and height.
Depending on the power unit geometry, it is possible that after take-off you will notice a
propeller torque (known as P-factor).
It will try to turn you around, so counter-steer with a brake.
When climbing steeply with high power output, beware of the possibility of stall.
Due to considerable vertical distance between thrust axis and wing chord - the range of
safe power operation is closely associated to your skills and equipment.
Power-unit induced oscillations:
Certain configurations of engine weight, output and propeller diameter can cause
oscillations, during which the pilot is being lifted to one side by the torque effect, swings
down due to his weight, and then is lifted again and so on.
To avoid this, you can:
• Change the throttle setting.
• In addition, pilot reactions can often be wrong or come too late, increasing the
problem instead of solving it.
• In this case the safest way to deal with this question is to close the throttle and
release the brakes.
• Less-experienced pilots especially tend to overreact.
• This is called a pilot-induced oscillation, and the proven solution is to leave the
brakes alone.
8.8 LEVEL FLIGHT
Check your altitude regularly on your flight instruments (do not just concentrate in the
cockpit on all times, since obstacles might just appear out of no-where).
In level flight it is very easy to start climbing unintentionally.
The instrument will help you optimize speed and fuel economy.
Of course, each flight depends on configuration of your gear, but due to CRUISER's ability
to fly safely without constant piloting, it will let you adjust everything to the best effect.
8.9 LANDING
8.9.1 POWERED LANDINGS
Make a flat approach with the engine idling, then level out and lose the speed before final
flare.
Immediately on landing, switch off the engine.
The main advantage of this procedure is the possibility of going around with the wing again
(repeating the approach) if anything goes wrong.
If you forget to switch off the ignition before the wing falls down, there is a considerable
risk of damaging propeller, catching lines in it.
8.9.2 POWER OFF LANDING (emergency landing):
In case of an engine failure glide towards a landing zone, try to aim towards the centre of