Apco F3 Bi User manual

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7 Chalamish St., Ind. Park Caesarea, 3088900 ISRAEL
2021/09/08 (rev. 1.0) offline

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CONTENTS:
1 DISCLAIMER OF LIABILITY 3
2 INTRODUCTION 4
3 TECHNICAL DATA 5
4 CONSTRUCTION, MATERIALS and ASSEMBLY 6
5 FLEXON® Batten system: 6
6 TRIMMING 6
7 TRIKE / FRAME 7
8 EMERGENCY PARACHUTE 7
9 SPEED SYSTEM 8
10 RISERS 8
11 TRIMMERS 9
12 A-ASSIST SYSTEM 10
13 HIT VALVES (High-speed In-Take) 11
14 INSPECTION 11
15 BEFORE THE FIRST FLIGHT 14
16 FLYING 15
17 PACKING 25
18 MAINTENANCE & CLEANING 25
19 BUTT HOLE II (Auto Debris release valves) 26
20 STORAGE 26
21 DAMAGE 26
22 THREE YEAR WARRANTY 26
23 GENERAL ADVICE 28
24 F3Bi - 36 - SKETCHES 29

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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.
1 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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2 INTRODUCTION
Following in the footsteps of F3 – the F3Bi is the Real Thing, for Real World Trike Pilots, with passengers .
Designed with solo and Tandem Trike use in mind, but also possible to foot launch*. The F3Bi is based on the F3, which is in turn is a relaxed version of our flagship
F1 solo paramotor wing, bringing exceptional launch, handling and performance in an easy, comfortable and safe package to Tandem Trike pilots, coming in, in a
performance class above the Lift EU, but in the same class as far as piloting and safety is concerned. The F3Bi will be enjoyed by pilots who long for the ease of
use of solo wings and advanced pilots, will not be disappointed with the class leading performance and handling. Exceptionally easy launch and landing makes this
the perfect wing for almost any qualified pilot looking for something more than what the LIFT series offered.
As with the F1 and F3, incorporated into the F3Bi is our Flow Aligned Ribs (FAR) feature, morphing direction from centre to tip, it aligns the ribs with the natural
direction of the flow, increasing both performance and stability throughout the speed range. The roll stability of the F3 is especially impressive, allowing for agile,
precise handling and dead centre landings on the threshold every time.
The canopy incorporates 2 functional “3D cuts” for the best possible leading edge shape definition.
The canopy sail tension has been optimised so that the wing becomes a homogeneous unit, solid and reassuring in flight, and resulting in our cleanest wing yet!
The riser / speed system / trim system was re-designed specifically for trike use, incorporating Apco’s ground breaking riser technologies, and has a greater usable
range than any tandem wing we have built before. The extensive speed range means you can launch and land at reasonable speeds, but can accelerate with
comfort (speeds of up to 80 [km/hour])**, on that perfect long distance XC flight you’ve been dreaming about doing with your partner.
With the trimmers closed, the F3Bi will thermal well, and has exceptional glide ratio (for a full reflex profile wing), so if you like to mix it up on a good day, idle or cut
the motor and crank it up to cloudbase with ease.
Open the trimmers and enjoy a significant speed increase of approx. 10 [km/h] (without the use of the speed bar).
If your trike has the option to use a speed bar, you will be able to use maximum speed with the comfort of being able to come back to trim speed with ease, without
taking your hands off the brakes or tip steering.
Construction – weight was saved wherever possible, bringing the weight down to 8.3 [kg], while retaining APCO’s legendary durability. The low canopy mass, allows
surprisingly easy inflation, especially in nil wind take-offs.
Positioned as the highest performing Reflex Tandem wing in our (and any other companies) range, it will easily satisfy every pilot graduating from a wing such as the
LIFT or Hybrid Tandem, all the way up to competition pilots.

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3 TECHNICAL DATA
F3 / Size
36
Code
22336
Cells
58
Area [m2]
36.0
Area (projected) [m2]
30.46
Span (incl. Stabilizer) [m]
14.7
Span (projected) [m]
11.64
Aspect Ratio
6.0
Aspect Ratio (projected)
4.45
Weight Range (all up) Para-Trike [kg]
Up to 450
Canopy Weight [kg]
8.3
Root Cord m
2.96
Tip Chord [m]
0.3
Length of Lines on B [m]
8.89
Total Length of Lines [m]
448
Frame hook-up Width [mm]
500 – 650
Performance
Km/h
V-min (at optimal wing loading) *
[
km/h]
25
V-trim (closed) [km/h]
36 - 40
V-trim (neutral) [km/h]
43 - 47
V-trim (open) [km/h]
50 - 56
V-max [km/h]
69
Min Sink [m/s] at optimal wing loading
1.2 m/sec
*All Data measured at sea level, using a combination of GPS and Speed Probe, averaged over several runs.
It is important to note that many factors will influence measured performance data, including;
wing loading, frame configuration, temperature, humidity, and height above sea level.

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4 CONSTRUCTION, MATERIALS and ASSEMBLY
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 air-foil (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 utilise 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.
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 superaramide 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.
6 TRIMMING
All Apco wings 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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7 TRIKE / FRAME
The F3Bi is designed for European style trikes, with a frame / riser attachment width of 500 – 650mm only.
8 EMERGENCY PARACHUTE
It is recommended to use a certified rescue parachute when flying, no matter your intended altitude or flying style.
Attaching the rescue parachute should be done in accordance with the recommendations of the trike manufacturer and reserve
parachute manufacturer. When we fly the F3Bi, we use the the Apco Trike Pilot and Trike Passenger harnesses, combined with Mayday
UL28 Parachute, packed in the matching reserve container. Always check the reserve handle and locking pins during every pre-flight
check.

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9 SPEED SYSTEM
Certain Trike manufacturers give the option to use a speed-system acting on the front of the risers to accelerate the wing, which may be
used in conjunction with the trim system. We have designed the F3Bi risers with this in mind.
ASSEMBLY & ADJUSTMENT
Before the first flight, it is imperative to make sure that the speed system will not be applied due to being adjusted too short.
We recommend following the trike manufacturer’s instructions for adjustment.
10 RISERS
The F3Bi is supplied with risers 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). 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.
The riser is equipped with both an accelerator and trimmers.
WARNING:
The use of the speed system in turbulent conditions or close to the ground is dangerous. While flying with the
accelerator, the wing 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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11 TRIMMERS
The F3Bi risers are were specifically
developed for Trike use, and are equipped
with equipped with trimmers which are
replaceable should they wear out.
The neutral setting is when the A/B/C/D
risers legs are of equal length in flight (blue
mark on the trim webbing).
For take-off and landing, the trimmers should be in the neutral
position. After take-off set them according to your needs and
the conditions, and close them again before landing. They can
also be set asymmetrically to compensate for torque effect. The
Trim System of the F3Bi is very effective for accelerating the
wing on long flights. The trim system differs from previous Apco
gliders in that it releases the B riser, which gives a clean rotation
of the profile, and is very efficient.

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12 A-ASSIST SYSTEM
The A-Assist system may improve launch characteristics if needed, it may be especially useful with weaker trikes. The system works by
decreasing the angle of attack while the wing is behind the trike, and gradually disengages as the wing rises overhead. This is done by
attaching a line from the frame about 30cm in front of the riser attachment points, to the speed system on the risers.
Care must be taken that the system will be fully disengaged once the wing is overhead, and also, that it will not interfere with the speed
system if used in conjunction – be sure to also refer to your Trike user manual.
Installation and Adjustment:
Connect the risers to the trike, and set the trims to the neutral position.
Connect the A-Assist Lines to the Brummel-hooks on the risers.
While holding the risers up in the flight position, attach the A-Assist line to the frame at a point approximately 30cm in front of the riser
attachment point. This distance is greater than on wings that do not have a speed system on the risers, as it is working through the
reduction of the speed system. When correctly adjusted, the line will not have tension on it when in flight, but will shorten the front riser
legs relative to the rear ones when the wing is behind the trike by about 8cm depending on pilot preference and power of trike etc.

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13 HIT VALVES (High-speed In-Take)
The F3 is equipped with an Active HIT Valve system
(patent pending) to improve the overall performance and
safety of the wing especially during accelerated flight.
The valve system allows maximum inflow of air when the
glider acquires a lower angle of attack while accelerated.
HIT valves open and close in flight to increase the internal
pressure of the glider.
For the valves to work properly it is important to keep them wrinkle free especially
in sub zero temperatures. Make sure the valves are lying flat and are in the closed
position when you fold the glider. Before launch the pilot should check all the
valves and verify that they are flat and cover the entire area of the mesh opening.
Creased and wrinkled valves will not adversely affect the safety of the wing.
14 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.
In case of use of the wing in combination with trike:
Due to the very wide assortment of trikes on the market with different set up and design, it is necessary to verify that the specific trike
can be successfully coupled with the wing.
Please make sure your dealer performs the following procedures before first flight:
A. It was checked with APCO that the specific trike can be flown with your new wing.
In case the specific combination is not checked by APCO – your dealer must take the following necessary steps :
B. Wing to be fully inspected by the dealer as in the paragraph above
C. Wing to be ground handled and visually checked while inflated.
D. Connection method to the trike is in line with APCO's recommendation according
to the sketch below. Pilot can reach both main brake handles and tip
steering handles (if available).
E. Before first take-off perform "taxiing" test on the ground slowly rolling with the
wing checking all aspects of the set-up without actually taking off. (Including
roll/yaw stability, pitch stability, stall tendency, brake response etc.)

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F. Only once the wing passes the taxiing test – then the next step is to make the
actual test flight to make sure trike and wing are correctly coupled and the
system is airworthy.
G. Take the wing into your possession only after your dealer confirms that wing is
airworthy when coupled with your trike.
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.

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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.
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 services.

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15 BEFORE THE FIRST FLIGHT
BRAKE SETTING
Before the first flight the pilot / dealer has to inflate the glider in the flight
configuration, on the intended trike frame, to check and if needed, adjust
the brake line length as required. It is important that the brakes are not set
too short. With the wing overhead, the brakes should have at least 10 cm of
free travel in the brake line from the brake guide on the riser to the
activation point of the brakes (See Diagram). If the pilot changes the type of
paramotor, 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 F3
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 lines 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.
TIP STEERING
The Factory setting of the Tip Steering line should satisfy most pilots. The
tip steering line and magnet is placed very specifically on the riser, and a
point which will not change with different trim and accelerator positions.
If you shorten the tip steering line, make sure that it is not over tensioned in
any of the speed configurations.
If you extend the Tip Steering lines, make sure that they are not too loose in
flight, which may result in them being caught in the propellor.
(Sample Riser for Illustration purposes only)

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FIRST 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.
•Check that the trimmers are set to the neutral position or below.
•Motor related checks to be done in accordance with motor manufacturers manual.
•Harness related checks to be done in accordance with harness manufacturers manual.
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 and connection of the lines.
•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.
16 FLYING
TIPS
• Never position the Trike / Motor downwind of the wing.
• Double check that there is no fuel leakage.
• Do you have enough fuel for the flight? It is always better to have too much than too little!
• Check that there is nothing loose in the harness that could possibly contact the propeller in flight.
• Whenever you encounter a problem, fix it AT ONCE however small it is!
• Always put on and lock your helmet before getting in the harness.
• Before each launch do a full pre-flight inspection.
In powered flight most of the wing characteristics remain as described above
(Chapter 16). Still there is additional information needed, concerning power output, proper matching of the wing/engine/propeller etc.
APCO can try to give advice on some possible tested combinations, but if you contact your nearest APCO dealer or frame manufacturer
they will always be ready to help.
NOTE:
Before each flight, it is essential to perform a
complete check of the all your equipment,
including the wing, harnesses, frame, reserve
parachute and engine.

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FIRST FLIGHTS
In order to get familiar with your wing we recommend flying with trimmers at the 0 position first in stable non-turbulent weather.
Once you feel confident with your wing, you can start experimenting with faster trim settings and speed system, taking all necessary
precautions. Learn to use all of the additional speed of the F3.
Remember: do not exceed the envelope of weather, wing and other parameters to insure safe flying.
INFLATION
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 PPG 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 paraglider in an arc, downwind of the power unit, with all suspension lines taut and pointing toward center of the power unit.
The risers are to be laid on the ground.
Set the trimmers in 0 positions.
Make sure that you warm up the engine while standing windward of the wing. Stop the engine before clipping in the risers.
Now have quick checks if:
• Helmet is on and fastened.
• The risers are clipped into the carabiners.
• The trimmers are properly set.
• Propeller is clear.
• Speed system is functioning, problem free.
• Steering lines and handles are free and not twisted.
• The engine delivers full power.
• Take off area is clear of approaching traffic, obstacles and free to use.
When you are sure all is OK, you can clip in the wing and execute launch as described in paragraph 17.2.
From now on you should steer / handle the paraglider facing forward, without looking back over your shoulder. If the wing is retreating
and behind you at a low angle, do not turn around as there is a danger of falling on your back and damaging the propeller and catching
lines in the propeller, so it should be avoided.
During take-off, when you feel the tension on both risers to be equal, make sure the wing is overhead, open up full power and lean back

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to counter the engine thrust, so that it can push you forward rather than towards the ground.
The best option is not to use the brakes, allowing the paraglider to rise as it was laid out.
If it starts to deviate from its course, pull the opposite riser and run under the centre of the wing while continuing in the initial direction.
If the wind suddenly drops, give a strong pull on the risers.
If the paraglider falls to one side or back too far to lift again - kill the engine, cease launch and check the conditions once again.
As the wing rises, the forces grow lighter and it should stabilize above your head without overshooting.
This is the best moment to check if it is inflated well and the lines are not tangled, but do not stop or turn.
Once you feel the forces on the risers decrease, run faster and let go of the risers.
See if there is already any opposition on the brakes and, if necessary, use them to correct direction or to increase lift at take-off.
Remember:
• If the cage of your power unit is not stiff enough, the risers will strain during launch and can deform it to the extent of collision with
the propeller. Before applying full throttle, see that the cage does not catch any lines.
• Any brake operation (or steering input in general) should be smooth and gentle.
• Do not try to take off until you have your wing overhead. Hitting power before that can cause dangerous oscillations.
• Do not sit in the harness until you are sure you are flying!
• The faster the trim setting is, the more brake input is required to take off. The F3 is best with trims fully closed for takeoff and
landing
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 powered flight the F3 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 light application of the brakes.
Another reason not to try climbing too steeply is the risk connected with engine failure at low altitude.
F3 in a steep climb does not stay behind as much as conventional paragliders.
The F3 does not have SRS (prevents or delays possible stall), so low speed at low altitude carries inherent danger of stalling

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Besides, 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), which may
induce a turn, which increases with the amount of power, this can be countered with steering, and asymmetric trimmer settings.
When climbing steeply with closed trimmers and high power, beware of the possibility of stall – avoid using deep brakes in this attitude.
Due to considerable vertical distance between thrust axis and wing chord - the range of safe power operation is closely connected to
your skills and equipment.
Power-unit induced oscillations:
Certain configurations of engine weight, output and propeller diameter can cause roll 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 amount of throttle,
• Adjust the cross bracing to counteract the torque (if present),
• Shift yourself to the other side of the harness and/or
• Change the trimmer setting.
The best method is to apply some weight-shift.
Such oscillations usually occur at high power - the greater the engine output and propeller diameter, the bigger the swings.
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.
LEVEL FLIGHT
If you have a vario meter or altimeter – check it regularly.
In level flight it is very easy to start climbing unintentionally.
The instrument will help you optimize speed and fuel economy.
Every flight is affected by the configuration of your gear, but due to F3's ability to fly safely without constant piloting, it will let you adjust
everything to the best effect.
Good knowledge of weather conditions (e.g. wind at different altitudes) and knowledgeable use of thermals, convergence or other kinds
of lift will help you greatly reduce fuel consumption and increase flight range.
Do not hesitate to thermal with the F3 in order to win some altitude and spare fuel - you will be surprised how efficient it is.
Closing the trimmers will make the climb ratio even better.

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TRIMMERS AND SPEED-SYSTEM SETTINGS
You are free to experiment with all possible settings, as long as you are at safe altitude and watch the weather. Fully opened trimmers
increase the speed of the wing and overall penetration and reflex, but when trimmers are opened it is highly recommended to use
secondary steering only (stabilo steering), using the main brake handles will increase the risk of a collapse.
As forces on the brakes grow at high speeds, weight shift or steering with STABILO STEERING system becomes increasingly effective.
The TIP STEERING system can be used in all trimmer and speed system positions, also in combination with main brake handles.
At maximum speed bar and fully opened trimmers we highly recommend steering with STABILO STEERING system.
Strength needed to initiate the turn will be smaller and there will be no decrease in speed.
On the other hand, slow trimmer settings decreases sink and steering forces, so it is possible to efficiently use the thermals.
Worth noting is the F3’s impressive speed range -the maximum speed is more than double the stall speed.
Turns can be much improved by additional use of throttle, speed-system etc. Once you master these techniques, you will be able to
execute fully coordinated and effective turns.
LANDING
In PPG flying there are two kinds of landing: with and without power:
POWER OFF LANDING
At an altitude of 50 meters switch the engine off and glide as you would on a conventional paraglider.
It reduces the chances of damaging the propeller on landing, but on the other hand there is only one attempt possible -so it has to be
done right!
F3 preserves the energy well, so there is a long float necessary, exchanging the abundant speed for lift with your brakes.
POWERED LANDING
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.
REMEMBER:
Trim setting must be part of the pre-start check list!
Taking off with open trims may be dangerous.
Asymmetric adjustment will have an inherent turn.

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The main advantage of this procedure is of course the possibility of going around with the wing again (repeating the approach) if
anything goes wrong.
Still, 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 or even suffering injuries connected with falling on your running engine.
Brake Operation (2D)
Remember:
• Whenever possible, get to know the landing field before taking off.
• Check the wind direction before planning the approach.
• Landing with power off requires much less space.
• In case of any doubt, practice the landing until you feel totally safe
• After landing, continue to maintain the wing's direction straight, as on turning you always risk getting lines in the propeller.
• Turn only if there is danger.