APCO Aviation Karma EVO User manual

14/05/14 (rev 4)
APCO Aviation
Setting Future Standards
Factory: 7, Chalamish Street - Industrial Park - Caesarea 38900 ISRAEL www.apcoaviation.com
Tel: [phone] Fax [phone]

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CONTENTS:
1KARMA EVO TECHNICAL DATA 4
2KARMA EVO CERTIFICATION DATA 4
3DISCLAIMER OF LIABILITY 5
4CONSTRUCTION 5
5MATERIALS 5
6FLEXON® Batten system: 6
7TRIMMING 6
8HARNESS 7
9SPEED SYSTEM 7
9.1 ASSEMBLY & ADJUSTMENT 7
9.2 OPTION 1 7
9.3 OPTION 2 8
10 EMERGENCY PARACHUTE ATTACHMENT 9
11 RISERS 9
12 INSPECTION 13
12.1 GENERAL 13
12.2 BRAKE SETTING 13
12.3 FIRST CHECK AND PREFLIGHT INSPECTION 13
12.4 REGULAR INSPECTION CHECKS 13
12.5 LINE MAINTENANCE 14
13 TAKE OFF 15
13.1 LAYOUT 15
13.2 ALPINE LAUNCH OR FORWARD LAUNCH 15
13.3 STRONG WIND AND REVERSE LAUNCH 15
13.4 TOW OR WINCH LAUNCHING 15
14 FLIGHT TECHNIQUES 16
14.1 FLYING SPEED 16
14.2 THERMAL FLYING 16
14.3 ASYMMETRIC COLLAPSE 17
14.4 CRAVAT 17
14.5 FRONT STALL OR SYMMETRIC COLLAPSE 17
14.6 B-STALL 17
14.7 BIG EARS 18
14.8 DEEP STALL OR PARACHUTAL STALL 18
14.8.1 Signs of parachutal stall 18
14.8.2 Exit from parachutal stall 18
14.9 SPIRAL DIVES 19
14.10 STRONG TURBULENCE 19
14.11 STEERING NOT FUNCTIONING 19
15 LANDING 20
15.1 TREE LANDING 20
15.2 WATER LANDING 20
15.3 LANDING IN TURBULENCE 21
16 PACKING 21
17 MAINTENANCE & CLEANING 21
17.1 Butt holes (Velcro closure on trailing edge tip) 21
18 STORAGE 22
19 DAMAGE 22
20 GENERAL ADVICE 22

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21 KARMA EVO EXTRA SMALL SKETCES 23
22 KARMA EVO SMALL SKETCHES 24
23 KARMA EVO MEDIUM SKHETCES 25
24 KARMA EVO LARGE SKETCHES 26
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 KARMA EVO TECHNICAL DATA
Size X-Small Small Medium Large
Cells 38 40 40 42
Area m224.55 26.3 28.5 30.4
Area (projected) m220.85 22.55 24.4 26.2
Span (incl. Stabiliser) m 10.7 11.35 11.8 12.5
Span (projected) m 8.56 9.08 9.45 10
Aspect Ratio 4.66 4.9 4.9 5.13
Aspect Ratio (projected) 3.47 3.65 3.65 3.81
Pilot Weight, Kg (all up) 55-80 70-95 85-110 105-130
Weight of Canopy Kg 4.5 4.9 5.3 5.7
Root Cord m 2.81 2.81 2.93 2.93
Tip Cord m 0.70 0.70 0.73 0.73
Length of Lines on B m 6.3 6.7 7.0 7.4
Total length of line used m 241 254 286 300
LINES
Material Diameter Strength
Top ; Brake Top; St Top Dyneema 1.1mm 95kg
Mid; St Super Aramid 1.2mm 120kg
Bottom A1;B1; C Super Aramid 1.9mm 320kg
Bottom A3; A5;B3; B5 Super Aramid 1.8mm 230kg
Steering Line Polyester 2.0mm 85kg
FABRIC
Sail Cloth "Zero Porosity" Ripstop Nylon
Warranty 3 Years / 250 hours
G
GL LI ID DE ER R P PE ER RF FO OR RM MA AN NC CE E D DA AT TA A
V-min. 21 km/h
V-trim 37 km/h
V-max. 47 km/h
Min Sink ( at optimum wing loading) 1.1 m/s
2 KARMA EVO CERTIFICATION DATA
G
GL LI ID DE ER R C CE ER RT TI IF FI IC CA AT TI IO ON N D DA AT TA A
KARMA EVO EXTRA-SMALL
KARMA EVO SMALL EN – A
KARMA EVO MEDIUM EN – A
KARMA EVO LARGE EN – A

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3 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.
4 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 force 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.
5 MATERIALS
The glider is made from tear resistant Ripstop Nylon cloth, which is P.U. coated to zero
porosity and 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 are made of polyester because of its better
mechanical properties.
The carabiners that attach the lines to the risers are made of stainless steel.

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6 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:
7 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.
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8 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.
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.
9 SPEED SYSTEM
9.1 ASSEMBLY & ADJUSTMENT
Apco gliders are supplied with a speed system as illustrated in option I. The pilot can
change the speed system to the traditional "Apco" speed system to use the full accelerator
range depending on the pulley arrangement on the harness being used (Option II)
9.2 OPTION 1
First attach the harness to the glider. Remove the Chain Link from the end of the
accelerator line attached to the speed bar, then thread it through the elasticized ring on the
harness, then through harness pulley and then re-attach it to the Chain link with a larks-
head knot. Hook the Chain link onto the Chain Link on the riser of the corresponding side.
Sit in the harness and have someone hold the riser up in a flying position for you. Adjust
the speed bar line by pulling the end through the speed bar tube and moving the knot. The
Bar should be about 10 cm (or closer if you have a second step) away from the front of the
harness seat. This allows you to easily reach the bar with your foot, and will allow you to
use the full range of the speed bar if you extend your legs fully. Do not adjust the speed
system too short, as this will cause it to be activated permanently while flying, and could
be dangerous. It is possible to fit a second step to the system, if one has trouble using the
full range of the system (supplied separately).

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Figure 9-1
9.3 OPTION 2
First attach the harness to the glider, then thread the accelerator line from the top pulley
on the riser, through the pulleys (and the elasticized ring if present) on your harness and
then attach it to the supplied speed bar. To adjust the length and activation point of the
speed system, sit in the harness and ask someone to hold the riser up in a flying position.
By pulling out the end of the line protruding above the upper pulley on the riser and by
moving the knot you can adjust the speed system. The Bar should be about 10 cm ( or
closer if you have a second step) away from the front of the harness seat. This allows you
to use the full range of the speed bar if you extend your legs fully. Do not adjust the speed
system too short as this will cause the speed system to be activated permanently while
flying and could be dangerous. It is possible to fit a second step to the system if the pilot
has trouble using the full range of the speed system (second step is supplied separately).
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Figure 9-2
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.
10 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.
11 RISERS
The KARMA EVO risers is featuring a split A riser. The 1st A-riser attaches to the central
two A lines (A1 & A3). The second A-riser is attached to the outermost A line (A5). This is
to facilitate Big ears or Tip tucks. At no time should the pilot change the risers or use risers
not intended for this specific glider as this will affect the performance and safety of the
glider.
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12 INSPECTION
12.1 GENERAL
Pilots, please insure 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.
12.2 BRAKE SETTING
Before the first flight, the pilot/dealer has to take his/her glider and inflate it to check brake
length and if needed shorten or lengthen the brake setting to his or her preference. It is
important that the brakes are not set too short. If the glider is above your head the brakes
should not be pulling the trailing edge down, as that means that the brakes are too short. A
good setting is to have about 10 cm of slack in the brake from the brake guide (pulley) on
the riser to the activation point of the brakes. (See Diagram below)
12.3FIRST CHECK AND PREFLIGHT 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.
12.4 REGULAR INSPECTION CHECKS
• Damage to lines, webbing and thread on the stitching of the harness and risers.
• The stainless steel connection links on the risers are not damaged and are fully closed.
• The pulleys of the speed system are free to move and the lines are not twisted.
• The condition of the brake lines, stainless steel rings and the security of the knot
attaching the brake handle to the brake line.
• The sewing, condition of the lines and connection of the lines.
• Damage to hook up points on the glider.
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• Internal damage to the ribs and diagonal ribs.
• Damage to the top and bottom panels and seams between panels.
12.5 LINE MAINTENANCE
Several groups of suspension lines and one brake line are attached to each riser. The
groups are called A, B, C and brake lines. The stabilizer lines are connected along with the
B-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 glider.
• 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.
• 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 GLIDERS WERE LOAD TESTED FOR SAFETY IN THEIR ORIGINAL
CONFIGURATION. CHANGING LINE DIAMETER/STRENGTHS CAN HAVE FATAL
CONSEQUENCES.
Every six months one each of lower A, B and C 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 gliders: Towing, tandem, schooling and competition flying requires
more frequent line inspection and replacement of A, B, C and brake lines.

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13 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.
13.1 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!
13.2 ALPINE LAUNCH OR FORWARD LAUNCH
The KARMA EVO 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 KARMA EVO will gently lift
you off the ground.
13.3 STRONG WIND AND REVERSE LAUNCH
The KARMA EVO has a lot of lifting power and care should be taken in strong wind. It is
advisable to have an assistant hold you when attempting a strong wind launch. It also
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 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.
13.4 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,

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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.
14 FLIGHT TECHNIQUES
The Karma EVO is pleasant glider to fly, it has excellent performance and was designed
for recreational and cross country flying.
14.1 FLYING SPEED
Indicated trim speed is dependant 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 records.
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 KARMA EVO will fly at 37 km/h with a sink rate of 1.3m/s.
• At 25% brake the glider will fly at 31km/h with minimum sink rate 1.1m/s.
• The best glide angle is achieved with 0% brakes and 10% 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.
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.
14.2 THERMAL FLYING
The KARMA EVO 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.

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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 15% to 20% brake.
14.3ASYMMETRIC 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.
14.4 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.
14.5 FRONT 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.
14.6 B-STALL
The KARMA EVO 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 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 KARMA EVO 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.

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14.7BIG 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 30% 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 40-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.
CAUTION:
DO NOT ATTEMPT ANY EXTREME MANEUVRES WITH THE TIPS COLLAPSED
AS THIS DOUBLES THE LOAD ON THE CENTER LINES AND ATTACHMENT
POINTS, WHICH COULD LEAD TO LINE FAILURE.
14.8 DEEP STALL OR PARACHUTAL STALL
Under normal flying conditions the KARMA EVO 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).
14.8.1 Signs of parachutal stall
• The pilot has very little or no forward speed and no wind in his face.
• The glider will be fully open but the cells will be bulging in and not out on the bottom
surface.
• The glider might have a very slow turning sensation.
• You will have an increased vertical descent.
14.8.2 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.
By pulling one or both brakes while in deep stall the pilot can accidentally enter a full stall
or spin. (Not recommended)

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14.9 SPIRAL DIVES
The KARMA EVO 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.
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).
14.10 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. 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.
14.11 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.
IF YOU PULL TOO MUCH ON ONE OR BOTH RISERS THE GLIDER WILL SPIN OR
STALL.
On the landing flare the pilot should be especially careful not to stall the glider too high.

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15 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.
15.1 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.
15.2 WATER 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.