Apco Hybrid Tandem User manual

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7 Chalamish St., Ind. Park Caesarea, 3088900 ISRAEL
2020/01/27 (rev. 1.02)
Online

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CONTENTS:
1 DISCLAIMER OF LIABILITY 4
2 INTRODUCTION 4
3 HYBRID TECHNOLOGY 5
4 TECHNICAL DATA 6
5 CONSTRUCTION & MATERIALS 7
6 FLEXON® Batten system: 7
7 TRIMMING 7
8 HARNESS 8
9 EMERGENCY PARACHUTE 8
10 RISERS 9
11 TRIMMERS 10
12 GENERAL INSPECTION 11
13 ANNUAL / PERIODICAL AIRWORTHINESS INSPECTION 11
14 BEFORE THE FIRST FLIGHT 13
15 PARAGLIDING 14
16 POWERED FLYING 20
17 PACKING 26
18 MAINTENANCE & CLEANING 27
19 STORAGE 27
20 DAMAGE 27
21 THREE YEAR WARRANTY 27
22 GENERAL ADVICE 29
23 HYBRID TANDEM - 18 - SKETCHES 30

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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.
2 INTRODUCTION
The Hybrid Tandem is based on the original Apco Hybrid solo glider range. It brings all the advantages of the Hybrid to the tandem market. This means, extremely
easy inflation and take-off characteristics (better than any other tandem on the market), phenomenal safety and handling in flight as well as a good landing flare, far
better tan any single surface wing on the market. The wing is suitable for commercial operation, and will make life for the working pilot (especially in alpine
conditions, where light / nil / back wind launches are required) a breeze. In addition, the wing has a very low weight and pack volume (similar to that of a solo wing).

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3 HYBRID TECHNOLOGY
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 intended for Tandem
Flying. It offers many advantages over single skin.
The Hybrid Tandem is light (~4.3 kg), but not specifically 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, and the resulting profile from this design gives unparalleled stability in pitch, roll and
yaw axis.

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4 TECHNICAL DATA
HYBRID TANDEM / Size
35
Code
38710 / 38810
Cells
48
Area [m2]
35.0
Area (projected) [m2]
29.60
Span (incl. Stabilizer) [m]
13.28
Span (projected) [m]
10.39
Aspect Ratio
5.1
Aspect Ratio (projected)
3.7
Weight Range (all up) Paramotor [kg]
110 - 190
Weight Range (all up) Para-Trike [kg]
110 – 240
Canopy Weight [kg]
4.27
Root Cord m
3.20
Tip Chord [m]
0.57
Length of Lines on B [m]
8.02
Total Length of Lines [m]
402
V-min [km/h] at optimal wing loading*
24
V-trim (closed) [km/h]
36 - 40
V-trim (open) [km/h]
43 - 47
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

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5 CONSTRUCTION & MATERIALS
The Hybrid Tandem differs from a classic paraglider in design, but in principle, the construction 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 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.
The glider is made from tear resistant Ripstop Nylon cloth, which is P.U. coated to zero 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 and the upper lines are imbedded hook-up points made from Dyneema, imbedded into the bottom surface of the wing for
minimal drag and maximum performance.
The bottom section of the brake lines is made of polyester because of its better mechanical properties.
The links between the risers and lines are either Dyneema soft links or stainless steel maillon rapide links.
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.
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.
9 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 harness and reserve parachute
manufacturer. When we fly the HYBRID TANDEM, we use the SLT Low, or Split-Leg Low, combined with the Light and compact Mayday
SQ Parachute, packed in the matching side mounted reserve container. Always check the reserve handle and locking pins during every
pre-flight check.
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.

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10 RISERS
The HYBRID TANDEM is supplied with risers featuring a split A riser. The 1st A-
riser attaches to the central A lines (A1). The second A-riser is attached to the
outermost A line (A3). 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 and void the certification and warranty. The riser is equipped with
trimmers, that can be used to accelerate the wing.

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11 TRIMMERS
The HYBRID TANDEM risers are equipped with trimmers which are
replaceable.
The neutral setting is when the A/B/C risers legs are of equal length
For Take-off and landing, the trimmers should be in the closed
(minimum trim speed) position. After take-off set them to the neutral
position, and close them again before landing. They can also be set
asymmetrically to compensate for torque effect. The Trim System of the
HYBRID TANDEM is very effective for accelerating the wing on long
flights, when staying on bar may not be comfortable. 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 GENERAL INSPECTION
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.)
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.
13 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.

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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.
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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14 BEFORE THE FIRST FLIGHT
BRAKE SETTING
Before the first flight the pilot / dealer has to inflate the glider in the flight
configuration, with Spreader bars if tandem flying, or on the intended frame in
the case of motorised flight, 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 (pulley) 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
Hybrid Tandem comes with longer brake lines to allow for adjustment to your
requirements, however, this should only involve lengthening, not shortening.
Shortening the brakes (shorter than the factory setting) 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.

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15 PARAGLIDING
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 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 ensures 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.

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FORWARD (ALPINE) LAUNCH
The HYBRID TANDEM 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.
After you leave the A-risers, apply about 10 - 15% brakes and the HYBRID TANDEM will gently lift you off the ground.
STRONG WIND AND REVERSE LAUNCH
The HYBRID TANDEM behaves better on the ground than single surface wings, with less of a tendency to inflate without input, but as
with any wing, care must still be taken once you are connected to the glider.
The Hybrid Tandem is suitable for doing a “Cobra Launch”, which reduces the force compared to a regular inflation.
If using a launch assistant, he or she 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.
FLIGHT TECHNIQUES
The HYBRID TANDEM is an exceptionally easy and forgiving glider, making it ideal for tandem pilots of all levels, and would be an
excellent choice for learning to fly tandem on.
The most common reason for a bad launch is a bad layout

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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 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 and trimmers at 0 (Neutral) the HYBRID TANDEM will fly at 36-40 km/h with a sink rate of ~1.4m/s.
•Trim closed, and 25% brake the glider will fly at 30-34km/h with minimum sink rate 1.2 m/s.
•The best glide angle is achieved with closed trims and 0% brakes.
•At 80% of the brake range, the glider will fly at about 25km/h and will be close to the stall point at about 24km/h (at optimum weight).
THERMAL FLYING
HYBRID TANDEM has high internal pressure 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 15% to 20% brake and trimmers fully closed.
ASYMMETRIC 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 of the collapse to counter any tendancy to turn towards the collapsed side.
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 trim system in turbulent conditions or close to the ground is dangerous. While flying with the trims open, 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 trims should be closed in turbulent conditions.

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The wing should re-inflate on its own without any input from the pilot, however, to help speed up the 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 a collapse.
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.
FRONT COLLAPSE
In the event of a front collapse 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 (to avoid an unwanted stall).
B-STALL
The HYBRID TANDEM 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 HYBRID TANDEM can be controlled directionally in the B stall by pulling more on one B riser than on the other to create a turn in
either direction. The B-stall is a safe controlled way of losing altitude fast without any forward speed.
BIG EARS
Big ears manoeuvre is effective means of descent on the HYBRID TANDEM. The risers are equipped with split A risers for this purpose.
To induce big ears, reach as high up on the split A risers and pull them down firmly. The tips will open spontaneously when released, so
to keep the wing in Big ears, they will have to be held in. It is safe and effective to combine Big Ears with open trimmers to achieve a
higher sink rate and forward speed.
DEEP STALL (Parachutal Stall)
Under normal flying conditions the HYBRID TANDEM 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).

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Signs of parachutal stall
•The pilot has very little or no forward airspeed 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.
•You will have an increased vertical descent.
Recovery 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 release the trimmers 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).
SPIRAL DIVES
The HYBRID TANDEM 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 back, and then 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 INPUT TO TURN OUT OF THE SPIRAL
(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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STRONG TURBULENCE
Firstly, If you know its turbulent conditions – DON’T TAKE OFF!!!
If you unexpectedly encounter strong turbulence, fly with trimmers closed and some brakes applied to increase angle of attach and
reduce forward speed - Land as soon as possible.
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.
LANDING
Before landing, the pilot should determine the wind direction, usually by checking a windsock, flags, smoke or checking 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.
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.

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After any tree landing it is very important to check all the lines, line measurements, and the canopy for damage.
WATER LANDING
As you approach landing, open all the buckles of the harness except for one leg. Just before landing, release the remaining buckle. Let
the wing pitch 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 wing 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.
16 POWERED FLYING
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:
NOTE: Before each start it is necessary to perform a complete check of the paraglider,
harness and power unit.
• Never place the power unit downwind of the paraglider.
• 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