APCO Aviation HYBRID User manual
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CONTENTS:
1HYBRID 4
2Flight Characteristics 6
1HYBRID TECHNICAL DATA 7
2HYBRID CERTIFICATION DATA 7
3DISCLAIMER OF LIABILITY 8
4CONSTRUCTION 8
5MATERIALS 8
6APP- Automatic Pressurising Profile 9
7TRIMMING 10
8HARNESS 10
9SPEED SYSTEM 10
10 EMERGENCY PARACHUTE ATTACHMENT 10
11 RISERS 11
12 Paramotor Riser Sketch 12
13 INSPECTION 13
14 TAKE OFF 15
15 FLIGHT TECHNIQUES 16
16 LANDING 20
17 PACKING 20
18 MAINTENANCE & CLEANING 21
19 STORAGE 21
20 DAMAGE 21
21 GENERAL ADVICE 21
22 RECYCLING 22
23 HYBRID SMALL SKETCHES 22
24 HYBRID MEDIUM SKETCHES 24
25 HYBRID LARGE SKETCHES 25
26 HYBRID X-LARGE SKETCHES 26
27 Parts of a Paraglider 27
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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 HYBRID
The Hybrid is a new category of wing in our sport, with unprecedented flying characteristics.
This unique design combines a classic double surface profile with a single surface profile,
together creating a hybrid profile.
The Hybrid is much more than an exotic wing for special purposes. This version is in tended
for Solo Flying. It offers many advantages over single skin designs and also classic wings
in beginner to sport categories.
The Hybrid is light (3 kg), but not designed to be a "Lightweight" wing.
The absence of bottom surface on the back part of the wing saves weight but is also what
makes it fly in such a special way.
The profile that results from this design gives unparalleled stability in both roll and pitch.
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2 Flight Characteristics
Pitch stability - this is immediately noticeable when kiting the wing, if you try to create
"dolphin" movements in the air you will understand exactly what we mean! The Hybrid has
enough air mass and inertia to penetrate through the air rather then being controlled by the
air. Contrary to a Single Skin, you are not tossed around by the currents. the pilot is in control
and will enjoy strong thermal conditions!
Roll stability - especially dominant with a paramotor - this wing is more roll stable than
anything out there. With this wing, there will be NO roll oscillation what so ever!!
When free flying, the pilot will notice that it is "hard" to perform wing-overs.
This is due to the increased roll stability of this wing.
Brake pressure - pleasantly low! On a classic profile, the brakes need to be applied against
the internal pressure of the wing. With the Hybrid, as with single skin designs the brakes
create only drag and therefore are much more efficient. This wing feels accurate and
precise, the brakes are progressive and constantly transmitting the air around you.
Take-off - Take-off speed is surprisingly slower than most EN A wings. This helps
tremendously in "not perfect" take-off conditions. Back-wind of 3-5 [kmh] is not a problem
with the Hybrid (common in Hike & Fly take-off spots). Same goes for front launches with a
paramotor, few steps and you are airborne. Inflation is as on superlight single-skin wings, it
will come overhead and stay there even in the lightest breeze imaginable!
Flare - Contrary to single skin wings, the Hybrid flare is superb! Due to its high stall
resistance and long brake travel, it flares like an EN-A wing!
Hike and fly - Coming in at only 3 kg including standard webbing risers
(not flimsy rope risers!).
Add to this the ease of take-off at nil wind or even back-wind, and it's perfect for hike and
fly. It has better performance than a single skin with proven Safety - A across the board and
B on only 2 maneuvers. (B rating for only the Front stall and 75% side collapse flying at full
speed bar at maximum weight)
Thermalling - Hybrid thermals like the wing is "stuck" in a banked position turning and
pulling itself into the core.
The wing thermals in such a natural way partially due to the intensely high roll stability.
In general, flying the Hybrid feels like the wing is "taming down" the conditions.
7 [m/s] thermals, will feel like 4 [m/s] with calm and peaceful behaviour.
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3 HYBRID TECHNICAL DATA
Size
Small
Medium
Large
X Large
Cells
48
48
48
50
Area m2
20
22
24
25.56
Area (projected) m2
16.9
18.6
20.3
21.65
Span (incl. Stabiliser) m
10.1
10.6
11.0
11.59
Span (projected) m
7.9
8.3
8.6
9.06
Aspect Ratio
5.1
5.1
5.1
5.25
Aspect Ratio (projected)
3.7
3.7
3.7
3.79
Pilot Weight, Kg (all up) PG
55-75
70-90
85-105
100-120
Pilot Weight, Kg (all up) PPG
70-95
85-110
100-125
115-140
Weight of Canopy Kg
3.0
3.1
3.2
3.25
Root Cord m
2.43
2.54
2.65
2.65
Tip Cord m
0.43
0.45
0.47
0.47
Length of Lines on B m
6.06
6.35
6.64
7.10
Total length of line used m
315
324
333
352
LINES
Material
Manufacturer
Type Code
Diameter
Strength
Top
Dyneema
Cousin
TopLine 12250
1.0
90
Brake Top, St Top
Vektran
Cousin
Vectraline 12100
0.6
50
Mid & Brake Mid
Vektran
Cousin
Vectraline 12240
0.9
115
Bottom St
Superaram
Cousin
Technoline 1320
1.0
137
Bottom A,B,C
Superaram
Cousin
Technoline 1590
1.4
254
Brake Bottom
Dyneema
Cousin
CTL910190
2.0
230
FABRIC
Sail Cloth
"Zero Porosity" Ripstop
Nylon
Warranty*
1 Year / 100 hours
GLIDER PERFORMANCE DATA
V-min.
22 km/h
V-trim
35 km/h
V-max.
47 km/h
Min Sink ( at optimum wing loading)
1.1 m/s
4 HYBRID CERTIFICATION DATA
CERTIFICATION DATA
–Flight Test Configuration
SIZE
Harness to riser
Distance between risers
Test Weight
Low / High
Brake Range at
Max Weight
Certification
EN / LTF
S
43
40
40
44
55
75
>56cm
B (pending)
M
43
43
44
46
70
90
>60cm
B (pending)
L
44
43
44
46
85
105
>64cm
B (pending)
XL
-
-
-
-
-
-
-
Uncertified
*Refer to Warranty Certificate Supplied with your wing.
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5 DISCLAIMER OF LIABILITY
Taking into consideration the inherent risk in paragliding, 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.
6 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 aerofoil (rib) section.
On either side the wing ends in a stabilizer or wing tip, which provides straight-line (Yaw)
stability and produces some outward force to keep the span-wise tension.
The front part of the ribs uses 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.
The line hook-up points are made of Dyneema and imbedded in the bottom surface of the
wing for minimal drag and maximum performance.
7 MATERIALS
The glider is made from "Zero Porosity" Ripstop Nylon, which has 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 unsheathed superaramid / Vektran.
The bottom brake lines are Dyneema with a polyester sheath, which has excellent
mechanical properties.
Dyneema Softlinks t attach the lines to the risers.
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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.
How it Works:
8 APP- Automatic Pressurising Profile
The wing uses a new generation of aerodynamic profile (APP) which has the intake
located further back on the bottom surface of the wing, and not at the front stagnation
point.
The in take directed primarily against the direction of flow on the bottom surface of the
wing.
This technology results in an increase in internal pressure as the flow velocity is
increased, regardless of the position of the front stagnation point.
Meaning that as the angle of attack decreases the flow velocity is increased as well as
internal pressure of the wing (Contrary to the "classic" profile).
All of the above is reflected in a wing which is exceptionally stable when accelerated.
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9 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.
10 HARNESS
All of Apco's gliders are developed with the use of ABS` (Automatic Bracing System) type
harnesses without cross bracing. We recommend the use of an ABS harness with all our
gliders. All certified harnesses can be used with our gliders. For best safety and performance
we recommend an Apco harness equipped with a Mayday emergency parachute.
11 SPEED SYSTEM
Assembly & Adjustment
The Hybrid is equipped with a speed system, but no trimmers on the risers, and no other
adjustable parts on the risers.
Apco gliders are supplied with a speed system compatible with most harnesses on the
market today. Follow your Harness Manual for connecting your speed system. Do a hang
test to ensure that the adjustment is correct. Flying with a speed system adjusted too short
will cause it to be applied all the time, which can be dangerous.
12 EMERGENCY PARACHUTE ATTACHMENT
It is recommended to use a certified rescue parachute when flying. Attaching the rescue
parachute should be done in accordance with the recommendation of the harness and
reserve parachute manufacturer.
CAUTION:
WE RECOMMEND NOT TO USE CROSS BRACING STRAPS.
APCO GLIDERS ARE DEVELOPED AND TESTED WITHOUT THE USE OF CROSS
BRACING. USING AN ABS HARNESS WITH CHEST STRAP SET AT THE SPECIFIED
WIDTH (CHECK THE CERTIFICATION STICKER ON YOUR GLIDER) WILL RESULT
IN THE HIGHEST PASSIVE SAFETY ON YOUR GLIDER.
WARNING:
The use of the speed system in turbulent conditions or close to the ground is dangerous.
While flying with the accelerator, the glider has a reduced angle of attack and is therefore
more susceptible to turbulence and may collapse or partially deflate. Gliders react faster
when accelerated and may turn more. The accelerator should immediately be released in
this case.
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13 RISERS
Perfect 12 [mm] webbing risers with incredible attention to detail. They are lightweight at
less than 99 gr! Incorporating a unique A3 (Split A) line connection method with no
karabiners! Making it cleaner, safer, lighter - smart and elegant.
Specifically designed ball bearing pulleys allow for the smoothest speed system operation
possible.
At no time should the pilot change the risers or use risers not intended for this specific glider
as this will affect the performance, safety and certification of the glider.
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14 PARAMOTOR RISERS
The Hybrid Paramotor riser differs from the above standard riser in having a trim system
and Aluminium V-Links between the risers and lines. The trimmer has a reduction system
to make it easier to close, which is important as the trim releases both the B and C legs of
the risers to keep a clean profile. Without the reduction, it would be harder to apply / close
the trimmers.
The Neutral position is fully closed, and this position should be used for take-off and landing.
The trimmers can be opened when additional speed is required on long distances. It is
possible to use the speed bar combined with the trims open, but we recommend keeping
the trimmers closed when flying actively on the speed system and at higher speeds.
Using the trimmers will void the EN-B Certification (Free Flight), but the DGAC certificate
includes the use of the trim risers.
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15 INSPECTION
General
Pilots, please ensure that your glider 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.
Brake Setting
Before the first flight the pilot /
dealer has to inflate the glider in
the flight configuration, on the
intended harness, to check and if
needed, adjust the brake line
length as required. It is important
that the brakes are not set too
short. If the glider is above your
head the brakes should have about
10 cm of free travel in the brake
from the brake guide on the riser
to the activation point of the
brakes (See Diagram). If the pilot
changes the harness, or especially
in paramotor use, the frame, hook-
upheight / type, please check the
brakes again to ensure that the
brakes are not too short.
Since there are several hook-up
point configurations on
paramotors, the Hybrid P/M
comes with longer brake lines to
allow for adjustment to your
requirements, however, this
should only involve lengthening not shortening. Shortening the brakes will cause them to be
too short when accelerating the wing, which can be both dangerous, and inefficient. The excess
line should be trimmed or taped or stowed in a safe manner so that they do not increase the
chance of the brakes getting pulled through the mesh into the propeller.
First Check and Pre-Flight Inspection
With every new glider, the following points should be checked:
• Connection points between the glider and the harness.
• Check that there are no lines twisted, tangled or knotted.
• Check that the risers and speed-system are hooked up to the harness correctly.
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Regular Inspection Checks
•Damage to lines, webbing and thread on stitching of the harness and risers.
•Soft-Links are secure and not unduly warn. Replace if warn out.
•The pulleys of the speed system are free to move and the lines are not twisted.
•The condition of the brake lines, swivels and the security of the knot attaching the brake
handle to the brake line, check especially the linefor wear where it connects to the swivel.
•The sewing and connection of the lines. Check for wear on the inside (contact) surfaces
of the lines against the Soft-Links.
•Damage to hook up points on the glider.
•Internal damage to the ribs and diagonal ribs.
•Damage to the top and bottom panels and seams between panels.
Annual / Periodical Airworthiness Inspection
It is highly recommended that your glider (and other equipment), undergo a Periodical
Airworthiness Inspection which is to be done by Apco, or an Apco approved / appointed service
centre.
This is recommended to be done every 24 months or every 100 hours, whichever comes first.
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.
Porosity:
Porosity is measured with a calibrated porosimeter. It should be measured in at least 5 different
places on the upper surface. Below is an example of the sections we test at Apco. The upper
surface, at 20-35% chord (from L/E) is most prone to becoming porous, and is thus the most
important section to test. It is also important to test the different cloth types, and different colours
used.
Line Maintenance
Superaramide 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 glider. Avoid sharp bending and
squeezing of lines. Take care that people do not step on the lines. Do not pull on the lines if they
are caught on rocks or vegetation. Avoid getting the lines wet. If they do get wet, dry them as
soon as possible at room temperature and never store them wet.
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One line of each line group (a, b, c, upper and lower) must be tested for minimum 50% 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. never replace lines with different diameter or type of lines
as all gliders were flight and load tested for safety in their original configuration. Changing line
diameter/strengths can have dangerous / fatal consequences.
Professional use of gliders: towing, tandem, schooling and competition flying requires more
frequent line inspection and replacement of A, B, C, D and brake lines.
For replacement lines please refer to our online direct line service.
16 TAKE OFF
As this is not a training manual we will not try to teach you launching techniques. We will
only briefly go through the different launch techniques to help you get the most out of your
glider.
Layout
Pre-flight check should be done before every flight.
Spread the glider on the ground. Spread the lines, dividing them into eight groups A, B, C
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 glider and none are caught on vegetation or rocks
under the glider. Lay out the glider 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!
Alpine Launch / Forward Launch
The HYBRID has very good launch behaviour in no wind conditions.
For the best results we recommend the use of the following techniques: Lay out the glider
and position yourself in the centre of the wing with the lines almost tight.
With a positive and constant force inflate the wing holding only the A-risers, and smoothly
increase your running speed. The wing will quickly inflate and settle above your head without
the tendency to stick behind, you may have to pull some brake to stop the wing from
overshooting on an aggressive run.
After you leave the A-risers, apply about 15% brakes and the HYBRID will gently lift you off
the ground.
Strong Wind and Reverse Launch
The HYBRID has a lot oflifting power and care should be taken in strong wind. Itis advisable
to have an assistant hold you when attempting a strong wind launch. Italso helps if you walk
towards the canopy and leave the A-riser just before the glider gets above your head. Then
pull a bit of brake to stop the wing from overshooting, but not too much as the glider might
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pull you off your feet too early. The assistant should let you walk in under the wing on
inflation rather than resist the inflation; this reduces the tendency of the glider to lift the pilot
prematurely.
Tow or Winch Launching
All APCO gliders are well suited for winching and have no bad tendencies on the winch.
With towing it is important to have the wing above your head on launch and not to try and
force a stalled wing into the air. This is especially important if the winch operator is using
high tension on the winch. Very little brake if any need be applied on launch and during the
tow. Directional changes can be made with weight shift rather than brakes. While on tow,
the brake pressure will be higher and more force may be needed to make corrections than
in normal flight.
For all our gliders we recommend using tow accelerating system. There are different types
existing on the market. Please check with your dealer or tow operator for the recommended
tow accelerator system. Use of it will eliminate any chance for accidental stalling on tow.
17 FLIGHT TECHNIQUES
The HYBRID is an easy and pleasant glider to fly, it has excellent performance and was
designed for cross country flying, but can be enjoyed by a wide range of pilots too.
Flying Speed
Indicated trim speed is dependent on the amount of brake the pilot is using, wing loading,
altitude above sea level and the accuracy and make of speed probe. The speeds recorded
in technical data were at optimum wing loading at sea level using a Flytec 6030 thus there
could be a slight variation in speed range numbers that pilots record.
Speed readings in the flight reports could differ as this was measured during testing using
various instruments and is an indication of the difference between trim, stall and top speed.
The speed range will be the same but the actual numbers may differ.
• With 0% brake the HYBRID will fly at 35 km/h with a sink rate of 1.1 m/s.
• At 25% brake the glider will fly at 31km/h with minimum sink rate 0.95 m/s.
• The best glide angle is achieved with 0% brakes and 0% speed system.
• With 80% brake the glider will fly at about 23km/h and will be close to the stall point 21km/h.
CAUTION:
APART FROM WHEN FLARING AT LANDING THERE SHOULD BE NO REASON TO
FLY WITH 70% TO 100% BRAKE. THE SINK RATE OF THE GLIDER WILL BE
EXCESSIVE AND THERE WILL BE A POSSIBILITY OF ENTERING A DEEP STALL OR
FULL STALL SITUATION. THERE IS ALSO THE RISK OF GOING NEGATIVE OR
ENTERING A SPIN WHEN ATTEMPTING TO TURN THE GLIDER NEAR THE STALL
SPEED.
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17.1THERMAL FLYING
The HYBRID has excellent thermalling capacity and will be a pleasure even when you are
in a big gaggle or just having fun on a long XC flight.
The glider has highly stable and needs very little pilot input even in very turbulent conditions.
In light lift it is advised to make flat turns to keep the glider from banking too much and avoid
increasing the sink rate.
In strong lift conditions it is most effective to make small turns in the core with relatively high
bank.
For the best climb rate in ridge lift we recommend using about 20% to 25% brake.
17.2ASYMMETRIC COLLAPSE
If one side of the glider 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 pull 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 pull too much as you could stall the flying side.
The glider is very solid and has a strong tendency to re-inflate after collapse.
17.3 CRAVAT
In case a cravat should occur from an asymmetric collapse or other manoeuvres, it is
important to keep your flying direction by applying some brake on the opposite side and
then it can usually be opened by pulling down on the stabilo line of the affected side while
countering the turn with the opposite brake and weight shift.
It also helps sometimes to pull Big Ears to release the tension on the affected lines,
or a combination of the above techniques, i.e. pulling on the stabilo after pulling Big Ears.
17.4FRONT STALL OR SYMMETRIC COLLAPSE
In the event of a front stall the glider 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.
17.5 B-STALL
The HYBRID has a very clean, stable B stall.
To enter the B stall the pilot has to pull the first 20-cm slowly until the glider loses forward
speed and starts to descend vertically.
Then the pilot can pull more on the B until he/she attains a stable 7 to 9 m/s descent rate.
The Glider has no tendency to front rosette or become pitch unstable. To exit the B stall the
WARNING:
The use of the speed system in turbulent conditions or close to the ground is
dangerous. While flying with the accelerator, the glider has a reduced angle of
attack and is therefore more susceptible to turbulence and may collapse or partially
deflate. Gliders react faster when accelerated and may turn more. The accelerator
should immediately be released in this case.
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pilot releases the B slowly until the glider has regained its shape and then the last 15 cm
fast to prevent the glider from entering deep stall.
The HYBRID can be controlled directionally in the B stall by pulling more on one B riser than
on the other to create a turn in any direction. The B-stall is a safe controlled way of losing
altitude fast without any forward speed.
17.6BIG EARS
Altitude can be lost in a controlled way by collapsing both tips. To do this, take the outer-
most A-line (attached on its own riser) on both sides and pull them down until the tips
collapse. Pulling one side at a time may be more comfortable and easier, especially for
smaller pilots. This should close about 40% of the wing in total. It is possible to steer with
weight shift.
To increase the sink rate the pilot can push the speed system after he/she has collapsed
the tips. This can give up to about 7 m/s sink-rate with about 38-km/h forward speed. To
exit, release the speed system and then release the tip A-lines.
It may sometimes be necessary to apply a little brake to open the tips. If using the brakes
to open the tips, it is best to open one tip at a time, this avoids reducing your air-speed.
17.7 DEEP STALL OR PARACHUTAL STALL
Under normal flying conditions the HYBRID will have no tendency to enter deep stall. All
gliders can however under certain conditions enter and stay in deep stall configuration (as
a result of ageing of materials, improper maintenance or pilot induced).
17.7.1 Signs of parachutal stall
• The pilot has very little or no forward speed and no wind in his face.
• The glider might have a very slow turning sensation.
• You will have an increased sink rate.
17.7.2 Exit from parachutal stall
It is important to recognize this situation. Most accidents involving parachutal stall happen
because the pilot did not realize that he was in deep stall.
The best way to exit a parachutal stall is to pull all the A risers down to get the wing flying
again. The pilot can pull the riser down until the wing starts to fly again. The moment the
wing starts to fly the pilot should release the A risers, or the wing might suffer a frontal
collapse.
Alternatively the pilot can push the speed bar to lower the angle of attack and get the wing
flying again.
CAUTION:
DO NOT ATTEMPT ANY EXTREME MANOEUVRES WITH THE TIPS COLLAPSED
AS THIS DOUBLES THE LOAD ON THE CENTER LINES AND ATTACHMENT
POINTS, WHICH COULD LEAD TO LINE FAILURE.
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By pulling one or both brakes while in deep stall the pilot can accidentally enter a full stall or
spin. (Not recommended)
17.8 SPIRAL DIVES
The HYBRID has very good behaviour in spiral and has no tendency to stick in the spiral.
By progressively applying brake on one side the glider 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 glider 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.
17.9 STRONG TURBULENCE
NEVER FLY IN STRONG TURBULENCE!
If you unexpectedly encounter strong turbulence, fly with about 20% brake applied to
increase the angle of attack of the canopy and land as soon as possible. If the air is turbulent
on landing approach, land with Big Ears.
Learn to fly actively and to anticipate collapses and prevent them by applying brake when
needed before you have unwanted collapses.
17.10 STEERING NOT FUNCTIONING
If the pilot cannot reach the brake or steering lines for any reason or if they are not
functioning properly, (for example: If they break on a damaged point) the pilot can control
the glider by pulling down on the rear risers.
Care must be taken when steering like this, as much less input is needed to turn the wing
and the response of the wing is also much slower than when using the brakes.
WARNING: IF YOU PULL TOO MUCH ON ONE OR BOTH REAR RISERS THE GLIDER
WILL SPIN OR STALL.
On the landing flare the pilot should be especially careful not to stall the glider too high.
CAUTION:
SOME GLIDERS CAN BE NEUTRAL IN SPIRAL AND MAY NOT EXIT WITHOUT
PILOT INPUT. TO EXIT A NEUTRAL SPIRAL THE PILOT HAS TO LEAN HIS/HER
WEIGHT TO THE OUTSIDE OF THE TURN OR APPLY BRAKE ON THE OUTSIDE
WING. AS SOON AS THE GLIDER 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).
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20
18 LANDING
Before landing, the pilot should determine the wind direction, usually by checking a
windsock, flags, smoke or your drift over the ground while doing one or more 360° turns.
• Always land into the wind.
• At a height of about 50 meters your landing setup should begin. The most commonly used
one is to head into the wind and depending on the wind strength the pilot should reach
his/her landing point by making s-turns.
• At a height of about 15 meters the final part of your descent should be made at trim speed
into the wind.
• At a height between half a meter and one meter you can gently flare the glider by pulling
gradually down on the brakes to the stall point. When top-landing it is sometimes not
necessary to flare or a much smaller flare may be required, especially in strong ridge
conditions.
18.1 TREE LANDING
If it is not possible to land in an open area, steer into the wind towards an unobstructed tree
and do a normal landing approach as if the tree is your landing spot. Flare as for a normal
landing. On impact hold your legs together and protect your face with your arms.
After any tree landing it is very important to check all the lines, line measurements, and the
canopy for damage.
18.2WATER LANDING
As you approach landing, release all the buckles (and cross-bracing if present) of the
harness except for one leg. Just before landing, release the remaining buckle. It is advisable
to enter the water downwind. Let the canopy rotate completely forward until it hits the water
with the leading edge openings; the air inside will then be trapped, forming a big air mattress
and giving the pilot more time to escape. Less water will enter the canopy this way, making
the recovery much easier. Get away from the glider and lines as soon as possible, to
avoid entanglement. Remember that a ballast bag can be emptied and then inflated with air
for a flotation aid.
The canopy should be carefully inspected after a water landing, since it is very easy to cause
internal damage to the ribs if the canopy is lifted while containing water. Always lift the
canopy by the trailing edge, not by the lines or top or bottom surface fabric.
18.3 LANDING IN TURBULENCE
One of the safest ways to land a glider in turbulent conditions is to use Big Ears. This
reduces the chances of getting a collapse while on final approach. Use weight shiftto control
your approach. It is possible to keep the ears in until you are ready to flare the glider.Simply
release the A-risers and flare the glider, starting a little higher than usual. Practice this in
normal conditions before you need it in an emergency.
19 PACKING
Spread the canopy completely out on the ground. Separate the lines to the left and the right
side of the glider. If the risers are removed from the harness, join the two risers together by
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