thrust
Contents
1. 14 12 10 08 06 04 02 05 02 02 E 01 OO M uo eee gt Lil Itn 2020510 Oleg Dzhanaev Toll Quantity per glider 12 01 04 Drawing N u 2 TH 15 10 31 Anatoly Cohn Product viation RUST lt L gt www apcoaviation com 24 THRUST EXTRA LARGE SKETCHES T D ar a r D y Pa l DE 9 A A N N D N JFAWING N rN 7 N A K_Y 4 xol NDAD y A OQUuC N 1 4 TN Wy r O JA X A KL N 2 7 28 www apcoaviation com 10 S E pa m A Br 42 i p 41 Br 40 40 39 Be 58 25 H2. Scale F F y Anatoly Cohn HII Not Actived W 115 Uleg Dzhonoev Part N oll Quantity per glider Do te 104 03 Nome Drawing N Figure 9 1 RISER P G VERSION 11 www apcoaviation com AJ Sur wx 450 C 2 N MAD N Nas TN 33 CO M M e 0 V Y C 2 Position 5 5 a 3 Do O UN Pd S gt e ino 1 U s U ro 1 O m v lt nnection Co S vec OS y UD L x CO 466 m down TY 2 E m cis Car V 410 ated trim up 7 NZ leg Dzhanaev 2 02 04 CS Anatoly Conn Product A NS T 2 CNT fK X x N MEE N CE D Ww 2 7 X y N 7 M 1 J _ V Y S Z V JS o w KRY 77 LA L Z Figure 9 2 RISER P M VERSION 10 TRIMMERS The Thrust risers are equipped with an exchangeable trim tabs for accelerated flight The neutral setting is when the trims are fully closed and A B
3. ENN N s SEEN 7 m E __ y L7 12 EL fh 2 SOD 10 Drawn by Behondey Quantity per glider D 100 05 _______ Name Drawing 15 CH 55 Doe Sketch of lines 1915 21 27 Pradit Aviation LTD THRUST lt S gt PAPP Rae gn ee 23 coaviation com 22 THRUST MEDIUM SKETCHES NO KA LA L I ry Td Pag Oleg Dzhanaev Part Quantity per glide D AMIE raw q 22 e 5 gt es N TN EX md W X 7 di 2 Approved Anatoly Cohn 2 Wa n wala 2 Product A 1 SS SS j 1 CONT N p FT 2 V LA 7 V LAL w LCA N Z J o dL Vv XY KY 24 www apcoaviation com 12230 50 5860 10 St St p 44 B 42 45 Br 42 40 40 40 40 LR BC 3r m E 39 p 2 Br A B c WD Br JA Y eT Ee D
4. 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 13 3 THERMAL FLYING Although the THRUST was developed for Paramotoring it has excellent thermaling capacity The glider has high internal pressure and needs very little pilot input even in very turbulent conditions In light lift it is advisable 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 have small turns in the core with relatively high bank For the best climb rate in ridge lift we recommend using about 15 to 2096 brake 13 4 ASYMMETRIC COLLAPSE If one side of the glider partially folds or collapses it is important to keep your flying direction by applying some brake on the opposite side The wing should re inflate on its own without any input from the pilot To help re inflating 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 give brake in the opposite direction 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 v
5. C D riser lengths are equal E M ln ki ee ncs K 12 www apcoaviation com AJ We recommend performing landing and take off with trims closed Trim tabs should be used when higher speed is required and you wish to accelerate the glider If your trim tabs are worn out simply pick the safety stitch and take out the trimmer webbing and replace it with a new original trimmer webbing After re installing the trimmer webbing make sure to sew a safety stitch placed at same distance as the original in order to have the full trimmer range 11 INSPECTION 11 1 GENERAL Pilots please insure that your glider has been test flown and checked by your dealer before taking it into your possession 11 2 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 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 on the riser to the activation point of the brakes see Figure 11 1 Because there is several different hook up positions for paramotor The THRUST comes with longer brake lines than a normal paraglider The risers also have two pulleys so the pilot can decide the best brake setup for his her par
6. Distance maillons assise Number of risers Nombres d l vateurs DEEE Chest strap adjust Entr axe maillons Accessories Accessoires Range of seed barre 20cm Range of trimmers in No Non Acc l rateur Afficheurs Breakes speed range in Km h Range with accessories in Km h 17 Km h Plage de vitesse aux freins 12 km h Plage de vitesse avec acc ssoires After 100 flights or 1 year Check every y Apr s 100 vols ou 1 ann e R vision tous les Warninq before use refer to the user s manual Avertissement avant utilisation prendre connaissance des instructions du manuel de vol O www apcoaviation com AJ 26 THRUST LARGE CERTIFICATION SHV Category FSVL Cat gorie Reference number Standards AFNOR 552 308 309 N de conformit aux normes AFNOR S52 308 309 G 637 04 Certified date Date de d livrance 07 05 2004 MANUFACTURED MARQUE APCO AVIATION MODEL MOD LE THRUST Configuration during the tests Configuration en tests Type of harness Harnais Minimum flying weight Poids mini total en vol Manufactured APCO AVIATION Maximum flying weight Poids maxi total en vol Marque Weight of the model Model Poids du mod le 7 3 kg Mod le Seat maillons distance Distance maillons assise Number of risers Nombres d l vateurs 1 Chest strap adjust Entr axe maillons Accessorie
7. STALL Full stall can occur when full brake applied on both sides The glider slows down steadily until it stalls completely The canopy suddenly surges backwards a long way In spite of this uncomfortable reaction of the canopy both brake lines must be consequently held down with all your strength if possible look your arms under the seat until the canopy is stabilized directly overhead The APCO THRUST generally flies backwards during a full stall but doesn t always form a Rosette To recover from a full stall both brakes must be let up symmetrically at a fast to moderate speed within 1 2 seconds when the glider is stabilized over your head The APCO THRUST surges forward a moderate amount after recovering from a full stall Gentle symmetrical braking as soon as the wing begins to move forward is recommended An asymmetric recovery one control released faster than the other from a full stall can cause a big dynamic collapse The full stall is a hazardous manoeuvre and should be only done under the right safety preparations 13 11 NEGATIVE TURN Stall on one side In strong turbulence wrong entry into a turn or wrong reaction to big asymmetric collapse THRUST can possibly enter into a negative turn The THRUST shows the pilot this early before happening because the inner side of the Canopy gets soft and the trailing edge starts to tighten backwards As well the Pilot feels the loss of tension on one side of the Harness If you en
8. 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 flair 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 14 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 UL ee PME x S 20 www apcoaviation com AJ 14 2WATER LANDING As you approach landing release all the buckles and cross bracing if present of the harness except for one leg Just before landing release the remaining buckle It is advisable to enter the water downwind Let the canopy rotate completely forward until it hits the water with the leading edge openings the air inside will then be trapped forming a big air mattress and giving the pilot more time to escape Less water will enter the canopy this way making the recovery much easier Get away from th
9. contact with salt water clean thoroughly with fresh water Do not use solvents of any kind as this may remove the protective coatings and destroy the fabric 18 STORAGE When the glider is not in use the glider should be stored in a cool dry place A wet glider should first be dried out of direct sunlight Protect the glider against sunlight UV radiation When on the hill keep the glider covered or in the bag Never store or transport the glider near paint petrol or any other chemicals 19 DAMAGE Using spinnaker repair tape for non siliconized cloth can repair tears in the sail up to 5cm A professional repairer should repair greater damage 20 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 canopy or the lines Changes can introduce dangerous flying characteristics and will not improve flying performance Do not put the glider in direct sunlight when not necessary In order to protect the glider during transportation or waiting time we recommend one of our lightweight storage bags If you have any doubts about flying conditions do not begin If you have any questions please contact your dealer or us Lastly be equipped with a certified emergency parachute and helmet on every flight www apcoaviation com AJ 21 THRUST SMALL SKETCHES 1580 50 ms MS CS Je INDES
10. 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 14 www apcoaviation com AJ 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 IT IS MANDATORY 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 NEVER REPLACE THE LINES WITH DIFFERENT DIAMETER OR TYPE OF LINES AS ALL GLIDERS WERE LOAD TESTED FOR SAFETY THEIR ORIGINAL CONFIGURATION CHANGING LINE DIAMETER STRENGTHS CAN HAVE FATAL CONSEQUENCES Every six months one lower A B C and D line 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 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 12 LAUNCHING 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 techn
11. mainly for paramotor use the glider should be assembled with paramotor risers see Figure 9 2 RISER P M VERSION Paragliding riser equipped with foot accelerator only Paramotor riser equipped with accelerator and trimmers It also has two hook in points to accommodate for different type of paramotors low or high attachment point Lower hook in point should be used with paramotor harness with low harness hook in point or regular paragliding harnesses Higher hook in point should be used when flying with paramotor harness with high shoulder hook in connections The brake line is guided through upper pulley for paragliding free flying and adjusted as per Section 11 2 see Figure 11 1 For paramotor flying you can use the same brake setting if your paramotor harness has low hook in points same as paragliding harness or guide the brake line also through lower pulley in case using paramotor with high attachment points The THRUST is supplied with a split A riser The 1st A riser attaches to the central two a lines A1 amp 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 www apcoaviation com AKA AAAAAAAAAAAAAA CX r 2 DISTANCE A amp B
12. 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 is made of polyester because of its better mechanical properties The carabiners that attach the lines to the risers are made of stainless steel www apcoaviation com AJ 4 HIT VALVES High speed In Take Valve Open Low Angle of A Bl Angle of Attack lt B HIT valve B Aur Flow Valve Open Low Angle of Attack Valve Closed High Angle of Attack The Thrust is equipped with an Active HIT Valve system patent pending to improve the overall performance and safety of the wing especially during accelerated llight The valve system allows maximum inflow of air when the glider is rotated to 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 the launch the pilot should check all the valves and ensure that they are flat and closing the entire area of the mesh covered opening Creased and crumpled valves will not adversely affect the safety of the wing 5 TRIMMING All Apco gliders are trimmed for optimum performance combined with unsu
13. 0 4 10 9 A R 4 91 5 08 5 31 5 47 A R Projected 3 71 3 85 4 02 4 15 Take off weight All up pilot paramotor kg 70 115 85 135 100 155 110 180 Pilot weight all up for free flight kg 65 85 80 100 95 120 110 140 Weight of canopy kg 6 5 6 9 7 3 7 6 Root cord m 3 03 3 05 3 05 3 05 Tip cord m 0 58 0 58 0 58 0 58 Length of lines on B m 6 6 7 0 7 4 7 7 Total length of lines m 407 421 441 481 LINES Material Diameter Strength Top Dyneema 1 1 mm 95 Kg Middle Kevlar 1 2 mm 1 8 mm 110 kg 220 Kg Bottom Kevlar 1 8 mm 1 9 mm 220 kg 320 Kg FABRIC 46gr m Zero Porosity Ripstop Nylon Sail Cloth Double coated Siliconized Rib Reinforcement 180gr m Mylar Trilam Warranty 3 Years 250 hours GLIDER PERFORMANCE DATA V min 21 km h V trim 37 km h V max P M version 50 km h V max P G version 45 Km h Min Sink at optimum wing loading 1 1 m s GLIDER CERTIFICATION DATA af THRUST SMALL STANDARD THRUST MEDIUM STANDARD P M paramotor P G paraglider www apcoaviation com THRUST EXTRA LARGE STANDARD www apcoaviation com AJ 1 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 m
14. 5 21 16 id cm s 21 www apcoaviation com AJ 17 MAINTENANCE amp 22 18 ADS ICI 22 19 c ee 22 20 IN E e 22 21 PARUS SMALL SKETCHES u 23 2 TARO OKE de ee nun 24 23 TARU T PAROI NES Zx 26 24 THRUST EXTRA LARGE 28 25 TARUST MEDIUM CERTIFICATION areas ententes dimension nat 30 26 THRUST LARGE CERTIFICATION 31 27 THRUST EXTRA LARGE CERTIFICATION 32 I WARNING This is not a training manual It is extremely dangerous to yourself and others to attempt to fly this or any paraglide without first completing a flying course given by a qualified instructor www apcoaviation com AJ 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 GLIDER TECHNICAL DATA SIZE Small Medium Large X Large Cells 42 44 46 48 Area m 27 3 29 3 31 3 33 3 Area Projected m 23 4 25 2 26 9 28 6 Span incl Stabiliser m 11 58 12 2 12 9 13 5 Span Projected m 9 32 9 85 1
15. 5 124 WITH PARAMOTOR 16 12 5 WITH TRIKE REED EB 16 13 FLIGHT TECHNIQUES OR 16 13 1 STRAIGHT FLIGHT WITH ENGINE 16 13 2 FLYING SPEED ne 16 13 3 THERMAL FLYING WWW 17 13 4 ASYMMETRIC COLLAPSE 17 13 5 ORAVAT NR 17 13 6 FRONT STALL OR SYMMETRIC SSSR 17 13 7 17 BOARD 18 13 9 DEEP STALL OR PARACHUTAL STALL 18 13 9 1 Signs of parachutal 2 18 19 9 2 EXON Dana MULAN SL AN 18 19 1311 NEGATIVE TURN Stall on one side 19 ORRAL DINE gt gt 19 1313 STRONG 20 13 14 STEERING NOT FUNCTIONING nsc 20 14 LANDING 20 14 1 TREE nnn 20 14 2 WATER LANDING 21 Ja ANDINO IN TUR BULENO E idee uis uuu 21 T44 21 AI 0 21 15 FAILURE OF BRAKE
16. A A y 56 il 34 34 55 34 34 34 44 D Br 2 Le c p Br 32 HAA d ie 2 29 92 Br 28 m rd p AT p Br 26 ee ke D Br ln 20 20 Br 2 we 3r 18 18 EORCDERNRES M PE i 16 16 y Me DER n 5 15 T 14 wQ Dh Bsp 7 12 Ve Men Me lu 10 A D E 5 09 un 08 NE lu Ben T m w Me E T p 05 p D p A 37 O1 p hA DB 9 NEMPE ee s aa C C3 Ll tw SOS TO Drawn by Oleg Dzhanaev Part N Toll Quantity per glider Date 12 01 04 Name Drawing N CANOPY TH 15 10 33 Approved Anatoly Cohn Product KEE PCO QALLOT a RUS 29 www apcoaviation com AJ 25 THRUST MEDIUM CERTIFICATION S H V Category FSVL Cat gorie Reference number Standards AFNOR 552 308 309 N de conformit aux normes AFNOR 552 308 309 G 636 04 Certified date Date de d livrance 07 05 2004 MANUFACTURED MARQUE APCO AVIATION MODEL MOD LE TARUST M Configuration during the tests Configuration en tests Minimum flying weight Type of harness Poids mini total en vol 80 kg Harnais Manufactured APCO AVIATION Maximum flying weight Poids maxi total en vol Marque Weight of the model Model Poids du mod le Mod le Seat maillons distance
17. LES THE LOAD ON THE CENTER LINES AND ATTACHMENT POINTS AND COULD LEAD TO FAILURE 13 9 DEEP STALL OR PARACHUTAL STALL Under normal flying conditions the THRUST 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 13 9 1 Signs of parachutal stall e The pilot has a very little or no forward speed and no wind in his face e The glider will be fully open but the cells will be bulging in and not out on the bottom surface e The glider might have a very slow turning sensation e You will have an increased vertical descent 13 9 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 riser or the wing might suffer a frontal collapse Alternatively the pilot can push the speed bar to lower the angle of attack or open the trimmers and get the wing flying again or open the trimmers By pulling one or both brakes while in deep stall the pilot can accidentally enter a full stall or spin www apcoaviation com AJ 13 10FULL
18. Revision 2 12 Sep 2005 Aviation Setting Future Standards Industrial Park Caesarea 38900 ISRAEL www apcoaviation com Factory 7 Chalamish Street Tel 972 4 6273727 Fax 972 4 6273728 www apcoaviation com AJ CONTENTS 1 DISCLAIMER 6 TIC TION 6 NEM nunan aaa 6 4 HIT VALVES High speed 7 5 X 7 ANN te a a E 7 7 gt DES M eere E E 8 ASSEMBEY ADJUSTMENT uu Q u 8 2 OPTION 8 7 EO t 9 8 EMERGENCY PARACHUTE ATTACHMENT 9 HI ee 9 10 u uuu as ______ _______ __ Ea 12 11 IN OPEO TON s 13 Ren T s 13 SES ET Ae S AL EE 13 FIRST CHECK AND PREFLIGHT INSPECTION 14 REGULAR oues 14 5 LINE MAINTENANCE 14 12 LAUNCHING ERE 15 121 LAYOUT D nnns 15 12 2 ALPINE LAUNCH OR FORWARD LAUNCH 15 12 3 STRONG WIND AND REVERSE LAUNCH 1
19. S he she FEELS ANY ABNORMAL SYMPTOMS Black dots in field of vision or light headedness 13 138 TRONG TURBULENCE NEVER FLY IN STRONG TURBULENCE If you unexpectedly encounter strong turbulence fly with about 2096 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 13 14STEERING 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 he or she 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 14 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 3600 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
20. amotor www apcoaviation com AJ se s wr rm K a Z RES SSS Fre Figure 11 1 Brake Line Adjustment 11 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 11 4REGULAR INSPECTION CHECKS Damage to lines webbing and thread on the stitching of the harness and risers That 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 ring 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 Internal damage to the ribs and diagonal ribs Damage to the top and bottom panels and seams between panels Check the batten sleeves and sleeve ends for wear or punctures 11 5LINE MAINTENANCE Four groups of suspension lines and one brake line are attached to each riser The three groups are called A B C D and brake lines The stabilizer lines are connected along with the B lines Superaramid lines are known to be sensitive to the
21. e 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 14 3LANDING IN TURBULENCE One of the safest ways to land a glider in turbulent conditions is to use Big Ears This reduces the chances of getting a collapse while on final approach Use weight shift to control your approach It is possible to keep the ears in until you are ready to flare the glider Simply release the A risers and flare the glider starting a little higher than usual Practice this in normal conditions before you need it in an emergency 14 4 WITH PARAMOTOR Non experienced Pilots should switch off the engine 30m over ground before landing This avoids uncontrolled acceleration and rough landing Keep your glider straight until reaching the ground brake smoothly and take a few steps with your glider Because of the increased weight don t brake too early too abruptly too late so as to avoid a crash 14 5 WITH TRIKE Land a Trike with running engine and motor idling like a aeroplane Switch off the engine after the trike has landed and slow down the speed Bring down your canopy by pulling the brake and or wi
22. ery strong tendency to re inflate after any collapses It is important to remember that the glider will behave a bit more aggressively if the collapse happens with the trimmer released open Do not fly with the trimmer completely released in very turbulent conditions 13 5 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 13 6 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 With the trimmer completely released the pilot must pull about 30 brake to speed up the inflation process 13 7B STALL The THRUST 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 atta
23. g A D ar 10 06 04 00 Drawn by Oleg Dzhanaev Part N Toll Quantity per glider Date 12 01 04 Name Drawing N m CANOP TH 15 10 29 Approved Anatoly Cohn Product 2 PTT BENE PCO ALION RUS lt M gt 25 coaviation com 23 THRUST LARGE SKETCHES IN FN MN a by Oleg Dzhanaev Quantity per glider Date Drowing N 7 m 7 e 2 fy WO TN 77 Ww XY x Z s A ys ADD Anatoly Cohn y Product A Tare S P 2 2 N J x 7 26 www apcoaviation com 12000 50 JOUE 0 St 2 St L 4 5 Br 9 41 40 20 24 35 ne D g 22 Tu e b 29 26 2 ar
24. ge in Km h Range with accessories in Km h 17 Km h Plage de vitesse aux freins 12 km h Plage de vitesse avec acc ssoires After 100 flights or 1 year Check every y Apr s 100 vols ou 1 ann e R vision tous les Warning before use refer to the user s manual Avertissement avant utilisation prendre connaissance des instructions du manuel de vol C2 N www apcoaviation com AJ APCO wishes you many hours of enjoyable flying Take Air
25. ins 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 THRUST can be controlled directionally in the B stall by pulling more on one B riser than on the other to create a turn BE S 17 www apcoaviation com AJ in any direction The B stall is a safe controlled way of losing altitude fast without any forward speed 13 8 BIG 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 either side 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 45 km h forward speed To exit release the speed system and then release the tip A lines lt 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 DOUB
26. iques to help you get the most out of your glider 12 1 LAYOUT Pre flight check should be done before every flight Spread the glider on the ground opread the lines dividing them into ten groups A B C D 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 that there are none 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 Mylar rib section rib will keep the leading edge open for easy inflation The most common reason for a bad launch is a bad layout 12 2ALPINE LAUNCH OR FORWARD LAUNCH The THRUST has very good launch behaviour in no wind conditions For the best results we recommend the following lay the glider out and position yourself in line with the center of the wing with the lines almost taught 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 the pilots head without the tendency to stick behind the pilot might have to pull some brake to stop the wing from overshooting the pilot on an aggressive run After you leave the A risers apply about 10 1596 brakes and the THRUST will gently lift you off the ground 12 3 STRONG WIND AND REVERSE LAUNCH The THRUST has a lot of lifting po
27. light braking you avoid this effect 13 2FLYING 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 were at optimum wing loading at sea level using a Skywatch Pro thus there could be a slight variation in speed range numbers that a pilot records NOTE The speeds indicated in the technical data sheet are the correct speeds measured at sea level using a calibrated instrument flying at optimum wing loading 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 096 brake the THRUST will fly at 37 km h with a sink rate of 1 2 m s At 25 brake the glider will fly at 33km h with minimum sink rate 1 1 m s The best glide angle is achieved with 096 brakes With 80 brake the glider will fly at about 24 km 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 DEEPSTALL OR FULLSTALL SITUATION THERE IS ALSO THE RISK OF GOING NEGATIVE OR ENTERING A SPIN WHEN ATTEMPTING TO TURN THE GLIDER NEAR THE STALL SPEED www apcoaviation com AJ
28. otorized 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 by AFNOR CEN 2 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 is made from Trilam to keep the leading edge shaped at high speeds and in turbulent air It also improves the launch characteristics of the glider The line hook up points are made of Dyneema or Nylon tape 3 MATERIALS 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
29. 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 OPTION II CHAIN LINK HARNESS PULLEY RING ON KLASTIC SPEED BAR Figure 7 2 OPTION 2 8 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 manual 9 RISERS The THRUST can be supplied with two different types of risers according to the main use of the gliders If glider is used for free flying only it should be assembled with paragliding risers see Figure 9 1 RISER P G VERSION The THRUST is certified to AFNOR Standard Class certification requirements in P G version with risers without trim see Figure 9 1 Load test performed to the maximum load as per P M version ME c s 7 9 www apcoaviation com AJ If glider is
30. rpassed 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 6 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 www apcoaviation com AJ CAUTION CROSS BRACING THAT HAS BEEN ADJUSTED TOO TIGHTLY CAN INFLUENCE THE HANDLING OF A GLIDER AND MAY NOT ACTUALLY LEAD TO HIGHER SAFETY 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 AFNOR STICKER ON YOUR GLIDER WILL RESULT IN THE HIGHEST PASSIVE SAFETY ON YOUR GLIDER 7 SPEED SYSTEM 7 1 ASSEMBLY amp ADJUSTMENT There are two options if your glider has been supplied in the traditional APCO style accelerator with the long speed bar lines on the risers see Option 1 If your glider is supplied with the new Chain Link system see Option 2 7 2 OPTION 1 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 pre
31. s Accessoires Range of seed barre 20cm Range of trimmers in cm No Non Acc l rateur Afficheurs Breakes speed range in Km h Range with accessories in Km h 17 Km h Plage de vitesse aux freins 12 km h Plage de vitesse avec acc ssoires After 100 flights or 1 year Check every y Apr s 100 vols ou 1 ann e R vision tous les Warninq before use refer to the user s manual Avertissement avant utilisation prendre connaissance des instructions du manuel de vol CO a www apcoaviation com AJ 27 THRUST EXTRA LARGE CERTIFICATION SHV Category FSVL Cat gorie Reference number Standards AFNOR 552 308 309 N de conformit aux normes AFNOR S52 308 309 G 638 04 Certified date Date de d livrance 07 105 2004 MANUFACTURED MARQUE APCO AVIATION MODEL MOD LE THRUST Configuration during the tests Configuration en tests Type of harness Harnais Minimum flying weight Poids mini total en vol Manufactured APCO AVIATION Maximum flying weight Poids maxi total en vol Marque Weight of the model Model Poids du mod le 7 6 kg Mod le Seat maillons distance Distance maillons assise Number of risers Nombres d l vateurs JH Chest strap adjust Entr axe maillons Accessories Accessoires Range of seed barre in cm 20cm Range of trimmers in cm No Non Acc l rateur Afficheurs Breakes speed ran
32. sent 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 OPTION I HARNESS PULLEY gt s RAPID i EN RING ON A b ELASTIC b 7 i SPEED BAR Figure 7 1 OPTION 1 MEE otc EE Rap x 8 www apcoaviation com AJ 7 3 OPTION 2 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
33. ter such a Situation unexpectedly immediately release the brake which is pulled to much the THRUST will recover in this case immediately If you will not release the brake the glider will go into a Negative Turn Release the brake only if the canopy is in front of the Pilot position Never do this when the glider is falling back Correctly done the THRUST flies after a quarter Turn and will move forward again The Negative turn is like the full stall a hazardous manoeuvre and should be only done under the right Safety preparations 13 12SPIRAL DIVES The Thrust 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 www apcoaviation com AJ PILOTS CAN SUFFER BLACK OUTS IN SPIRALS AND THE PILOT HAS TO EXIT THE SPIRAL AS SOON A
34. th B Stall or Front stall ATTENTION Side wind may turn the trike over Don t stall the glider in any case before reaching the ground 15 FAILURE OF BRAKE LINES 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 he or she can control the glider by pulling down on the D 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 16 PACKING Spread the canopy completely out on the ground Separate the lines to the left and the right side of the glider If the risers are removed from the harness join the two risers ee ee sassa S Ss 21 www apcoaviation com AJ together by passing one carabiner loop through the other This keeps them neatly together and helps to stop line tangles Fold the canopy alternately from the right and left sides working towards the center press out the air working from the rear towards the front Place the risers at the trailing edge of the folded canopy and use them to finally roll up the canopy 17 MAINTENANCE amp CLEANING Cleaning should be carried out with water and if necessary gentle soap If the glider comes in
35. wer and care should be taken in strong wind It is advisable to have an assistant hold the pilot when attempting a strong wind launch It also helps if you leave the A riser just before the glider gets above your head Then pull a bit of BREUI UL c ORT MR x S 15 www apcoaviation com AJ 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 the pilot walk in under the wing on inflation rather than resist the inflation this reduces the tendency of the glider to lift the pilot prematurely 12 4 WITH PARAMOTOR For launching with a paramotor the pilot has to be in the center of the canopy before accelerating the engine he pilot should wait to be pushed by the engine without leaning forward risk of stumbling In no wind conditions you can accelerate earlier to improve the launch 12 5 WITH TRIKE For launching with a trike you need a long flat runway The canopy can be filled up with little accelerator while still standing in one place Accelerate more and pull the glider up slowly After visual check accelerate until you take off 13 FLIGHT TECHNIQUES 13 1 STRAIGHT FLIGHT WITH ENGINE Rough accelerating in horizontal flight can cause the glider to swing This can happen to trikes with big distance between the engine and the glider attachment points Slow down your speed and stabilize the glider by pulling the brakes slightly With smooth acceleration and
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