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Summary of Contents for Apco F1
- Page 1 2020/01/01 (rev. 1.07) offline www.apcoaviation.com 7 Chalamish St., Ind. Park Caesarea, 3088900 ISRAEL...
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Page 2: Table Of Contents
19 MAINTENANCE & CLEANING 20 BUTT HOLE II (Auto Debris release valves) 21 STORAGE 22 DAMAGE 23 THREE YEAR WARRANTY 24 GENERAL ADVICE 25 F1 - 18 - SKETCHES 26 F1 – 20 - SKETCHES 27 F1 - 22 - SKETCHES... - Page 3 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.
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Page 4: Disclaimer Of Liability
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. -
Page 5: Technical Data
TECHNICAL DATA F1 / Size Code 22818 22820 22822 Cells Area [m 22.0 Area (projected) [m 15.26 16.95 18.65 Span (incl. Stabilizer) [m] 10.90 11.49 12.05 Span (projected) [m] 8.64 9.10 9.55 Aspect Ratio Aspect Ratio (projected) Weight Range (all up) Paramotor [kg]... -
Page 6: Construction
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. -
Page 7: Flexon® Batten System
6 TRIMMING All Apco gliders are trimmed for optimum performance combined with unsurpassed safety. It is very important not to re-trim or tamper with any of the lines or risers as this may alter the performance and safety. Trimming of the brake line should be done in accordance with this manual and carefully checked before flying. -
Page 8: Emergency Parachute
Attaching the rescue parachute should be done in accordance with the recommendations of the harness and reserve parachute manufacturer. When we fly the F1, 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. -
Page 9: Risers
10 RISERS The F1 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. - Page 10 www.apcoaviation.com...
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Page 11: Trimmers
They can also be set asymmetrically to compensate for torque effect. The Trim System of the F1 is very effective for accelerating the wing on long flights, when staying on bar may not be comfortable. The trim... -
Page 12: Oaa (One Action Acceleration)
www.apcoaviation.com 12 OAA (One Action Acceleration) OAA is an innovative system that stands for "One action acceleration system - OAA". OAA allows pilots to simultaneously operate both the speed system and the trimmer for optimized angle of attack at any given speed. -
Page 13: Hit Valves (High-Speed In-Take)
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. - Page 14 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...
- Page 15 www.apcoaviation.com 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.
- Page 16 (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 F1 comes with longer brake lines to allow for adjustment to your requirements, however, this should only involve lengthening not shortening.
- Page 17 www.apcoaviation.com 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. •...
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Page 18: Paragliding
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 OR FORWARD LAUNCH The F1 has very good launch behaviour in no wind conditions. - Page 19 STRONG WIND AND REVERSE LAUNCH The F1 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 wing and leave the A-riser just before the glider gets above your head.
- Page 20 FLIGHT TECHNIQUES The F1 is intended for experienced pilots. Brake Operation (2D)
- Page 21 The speed range will be the same but the actual numbers may differ. • With 0% brake and trimmers at 0 (Neutral) the F1 will fly at 45 - 49 km/h with a sink rate of 1.5m/s.
- Page 22 The F1 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.
- Page 23 SPIRAL DIVES The F1 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.
- Page 24 www.apcoaviation.com 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). STRONG TURBULENCE Firstly, If you know its turbulent conditions – DON’T TAKE OFF!!! If you unexpectedly encounter strong turbulence, fly with trimmers open and no brakes applied to let the reflex stabilize the glider, use only secondary brake handles (tip steering) and land as soon as possible.
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Page 25: Powered Flying
www.apcoaviation.com 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. - Page 26 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.
- Page 27 www.apcoaviation.com • 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.
- Page 28 • 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 F1 is best with trims fully closed for takeoff and landing REVERSE LAUNCH (In strong wind) Reverse launch can be executed holding in one hand both A risers and one brake, with throttle and the second brake in the other hand.
- Page 29 Do not try to climb too steeply. In powered flight the F1 behaves more like an airplane than a paraglider, and it is good idea to regard it as such. If there are no obstacles present, it is by far safer to fly level for a while after take-off, clearing the ground gradually, gaining some speed before converting it to height with a brief pull on the brakes.
- Page 30 Every flight is affected by the configuration of your gear, but due to F1's ability to fly safely without constant piloting, it will let you adjust everything to the best effect.
- Page 31 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! F1 preserves the energy well, so there is a long float necessary, exchanging the abundant speed for lift with your brakes.
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Page 32: Packing
www.apcoaviation.com 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 •... -
Page 33: Butt Hole Ii (Auto Debris Release Valves)
Temperatures on a hot summer’s day in a closed environment: car, etc. can easily reach over 60ºC At these temperatures Nylon permanently changes its characteristics which may alter the behaviour and shape of the wing. It will cause permanent damage to the paraglider, rendering it non-airworthy. APCO’s warranty will not be applicable. 23 DAMAGE Using spinnaker repair tape (for non-siliconized cloth) can repair tears in the wing (up to 5cm). -
Page 34: Three Year Warranty
APCO Aviation Ltd. guarantees the fabric of its wings against porosity to the extent that the wing becomes Unairworthy. The fabric is warranted to remain sufficiently impermeable to air, to fly safely for a period of 250 hours or 3 years, whichever comes first. APCO Aviation Ltd. undertakes at its option to repair or replace the wing, as necessary, at APCO’s discretion. -
Page 35: General Advice
www.apcoaviation.com 25 GENERAL ADVICE A qualified person or agent of the company should check the glider every year. The glider is carefully manufactured and checked by the factory. Never make changes to the wing or the lines. Changes can introduce dangerous flying characteristics and will not improve flying performance. -
Page 36: F1 - 18 - Sketches
26 F1 - 18 - SKETCHES... - Page 37 www.apcoaviation.com...
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Page 38: F1 - 20 - Sketches
27 F1 – 20 - SKETCHES... -
Page 39: F1 - 22 - Sketches
28 F1 - 22 - SKETCHES... - Page 40 www.apcoaviation.com...
- Page 41 APCO wishes you many hours of enjoyable flying - Take Air!
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