keara - Free
Contents
1. 24 20525 ARNOR 24 21 KEARA SMALL SKETCHES AND CERTIFICATION NN 25 7I 010 2 E ee eee eee 25 TOD da na 27 27 2k22 AFNOR 29 22 KEARA MEDIUM SKETCHES AND CERTIFICATION 30 ZUR MES dul eee eer er ee ee 30 LL MEC IUNII m 32 ZEW 32 BE PA NO E EE E E E EEEE 34 23 KEARA LARGE SKETCHES AND CERTIFICATION 35 OKE PORE 35 23 2 CERTIFICATION ang a serrer nnne nennen nnnm nennen nnne 37 PRS P a T NE S ee 37 www apcoaviation com gt 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 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 www apcoaviation com gt GLIDER TECHNICAL DATA Size X Small Small Medium Large Cell2. RO 16 13 3 ASYMMETRIC COLLAPSE 1 16 0 7 0 M I lt lt 16 13 5 FRONT STALL OR SYMMETRIC COLLAPSE 16 13 6 i ee NS 17 OR sss A 17 13 8 DEEP STALL OR PARACHUTAL STALL 17 19 8 1 Signs of parachutal stall aa 17 13 8 2 Exit from parachutal stall 17 Jc PES RE PI 18 13 10 NEGATIVE TURN Stall on one side 18 ol he 18 PRONG TURBULENCE 19 13 13 STEERING NOT FUNCTIONING 19 14 CANIN nan 19 TREE LANDING u 20 RNA RENE 20 14 3 LANDING IN TURBULENCE 20 15 xe ucm yayuna 20 16 MAINTENANCE amp CLEANING uuu uuu u u uu uu 20 17 SORA EE E E 20 18 ptc E 21 19 GENERAL ADVICE nna n rne 21 20 KEARA EXTRA SMALL SKETCHES AND CERTIFICATION 22 www apcoaviation com gt OKE TONE 22 20 2
3. Aviation Setting Future Standards www apcoaviation com gt CONTENTS 1 DISCLAIMER OF LIABILITY 7 2 CON STRUG FION a aka 7 o MATERIAL rron E E EEE EE E E 7 4 HIT VALVES High speed In Take 4 7 5 FLEXON LEADING EDGE cnet eren 8 MEE LUC 9 NS 9 G uuu n 9 8 1 ASSEMBLY amp ADJUSTMENT in 9 o OP 49 5 prm 9 10 9 EMERGENCY PARACHUTE ATTACHMENTT 11 10 RISERS amp TRIMMERS 8 oreet 11 11 NS RENE eee eee m 13 GENERAL a eee 13 el 13 FIRST CHECK AND PREFLIGHT INSPECTION 13 REGULAR Nii Ee 13 5 LINE MAINTENANGQGE REBEL 14 12 LAUNCHING S BEEN s 14 12 1 LAYOUT D 14 12 2 ALPINE LAUNCH OR FORWARD LAUNCH 15 12 3 STRONG WIND AND REVERSE LAUNCH 15 124 TOW OR WINCH LAUNCHINGQ 9 15 13 FLIGHT TECHNIQUES e w sss 15 13 1 FLYING SPEED SR 15 13 2 THERMAL FLYING
4. gliders are supplied with a speed system as illustrated in option Il The pilot can change the speed system to the traditional Apco speed system to use the full accelerator range depending on the pulley arrangement on the harness being used 8 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 present on your harness and then attach it to the supplied speed bar To adjust the length and activation point of the speed system sit in the harness and ask someone to hold the riser up in a flying position By pulling out the end of the line protruding above the upper pulley on the riser and by moving the knot you can adjust the speed system The Bar should be about 10 cm or closer if you have a second step away from the front of the harness seat This allows you to use the full range of the speed bar if you extend your legs fully Do not adjust the speed system too short as this will cause the speed system to be activated permanently while flying and could be dangerous It is possible to fit a second step to the system if the pilot has trouble using the full range of the speed system second step is supplied separately www apcoaviation com gt OPTION I HARNESS PULLEY RAPID MALLIT SPEED BAR PE Figure 8 1 8 3 OPTION 2 First attach the harness to the glider Remove the Chain Link from the end of th
5. Entry average average Spin tendency average average Exit soontaneous spontaneous Entry easy easy Exit soontaneous spontaneous Landing behaviour easy easy Supplementary remarks 21 2 2 www apcoaviation com gt AFNOR FFVL AEROTESTS test en conformit aux normes tested in conformity with AFNOR EN926 2 EN 926 1 LIMITES DE CHARGES WEIGHT LIMITATIONS poids total en vol mini 80KG mini total weight in flight poids total en vol maxi 100KG maxi total weight in flight poids du modele 6 0KG weight of the model nombre d l vateurs 4 number of risers d battement de l acc l rateur accelerator s travel 24 5CM debattement du trim trimmer s travel 3CM cat gorie cat gory PERFORMANCE N de conformit 00212044AP conformity number CONSTRUCTEUR APCO MANUFACTURER MODELE KEARA SMALL MODEL configuration du harnais lors des tests configuration of the harness during the tests constructeur APCO manufacturer modele APCO Finesse model distance entre les maillons 42cm distance between the connectors distance maillon assise 42cm distance connectors seat plage de vitesse aux commandes speed range with controls 15KM H plage de vitesse aux accessoires speed range with accessories 26KM H pr conisations de r vision du constructeur inspections manufacturer s recomandations ANNUELLE YEARLY num ro de s rie serial number date de production date of manufacturing
6. Type of harness Harnais Maximum flying weight Manufactured APCO AVIATION Poids maxi total en vol 80 kg Marque Weight of the model Model APCO Poids du mod le 7 kg Mod le Seat maillons distance Distance maillons assise Number of risers Nombres d l vateurs E Chest strap adjust Entr axe maillons Accessories Accessoires 88 W Plage de vitesse avec acc ssoires Range of seed barre in cm Range of trimmers in cm Acc l rateur Afficheurs Breakes speed range in Km h 15km Range with accessories in Km h 26 Km h Plage de vitesse aux freins 15 km h Check every After 100 flights or 1 year R vision tous les Apres 100 vols ou 1 ann e Warning before use refer to the user s manual Avertissement avant utilisation prendre connaissance des instructions du manuel de vol NO DA FFVa www apcoaviation com 21 KEARA SMALL SKETCHES AND CERTIFICATION 21 1SKETCHES 20 N Y r Y x Bs O As x 12 ds 8 A Y MN C v AN nf E IE Send d L L ae PRINT nas exl Alar Drawn by art Quantity per glider Date Name Drawing SN A N Pa NN A J Z V lw En
7. X m f Nen gi Ww s DDrovec Anatoly Cot Product 1 LY NY ANR A L X LA 8 IALA 25 www apcoaviation com LUN 4 di O 7 amp 7 7 y j I ff 1 d e PS aaa PS CE 1 A Ly AIN Ol Wa rn 2 r T N M rN A FE SZ Nar lid JI Own J y VG O JL Sels art N KJ Gu nut y Del C m sw SD N77 NAN N alee Bs FN Jal Jate Name Jrawind s x _ lt LD CN f VS 4 C Fd 1 E y 1 NN KO X NL N MIU Xe 3 KIA z P4 je A js v ES Approved Anatoly Cohn Product Mel M LA Le W www apcoaviation com gt 21 2CERTIFICATION 21 2 1 DHV TEST REPORT DHV 97 APCO KEARA S Type Apco Keara S Certificate No DHV GS 01 1066 03 Holder of certificate Apco Aviation Ltd Manufacturer Apco Aviation Ltd Classification 2 GH Winch tow Yes Number of seats min Number of seats 1 1 max Accelerator Yes Trimmers Yes BEHAVIOUR AT MIN WEIGHT BEHAVIOUR AT MAX WEIGHT IN FLIGHT 79 KG IN FLIGHT 99 KG Take off 2 2 Inflation evenly immediately evenly immediately Rising behaviour comes over pilot d
8. 20 1SKETCHES Si 2 JD F V EN eq Dzhanaev Part N O A E is D MOOT ara Less d V7 X4 VA XS A N FN A TIT A tt Ol OT A LX Ly XY LX V LA V N Z di www apcoaviation com A 4 O C xx 2 44A 12 11 Q C m o 41 rawr ry lac 71 NAA N To Ji er Tito yar 3 ider JOWN DY VIE JZNANOEV art WUdN Tt GC S 6 SENE Bot N Date 244 90 Name drawing N C o e Scale Naat Oah ADDProOve Ana conn Product 2 pag J X N V www apcoaviation com gt 20 2 CERTIFICATION 20 2 1 AFNOR SHV Category PERFORMANCE FSVL Cat gorie PERFORMANCE Reference number Standards AFNOR S52 308 309 N de conformit aux normes AFNOR S52 308 309 G 607 03 Certified date Date de d livrance 13 12 2002 MANUFACTURED MARQUE APCO AVIATION MODEL MODELE KEARA XS Configuration during the tests Configuration en tests Minimum flying weight Poids mini total en vol
9. 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 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 2 THERMAL FLYING The Keara has excellent thermaling capacity and will be a pleasure in competition when you are in a big gaggle or just having fun on a long XC flight The glider 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 have small turns in the core with relatively high bank To achieve this use as little as possible brake on the outside wing while weight shifting and applying brake on the inside The Keara is fast and has a very high lift profile to attain the best climb rate close the trimmers while ridge and thermal soaring see notes for RISERS amp TRIMMERS 13 3 ASYMMETRIC COLLAPSE If one side of the glider partially folds or collapses it
10. SMALL KEARA SMALL KEARA MEDIUM KEARA LARGE B 44 er ay mi z A L mi CRE y www apcoaviation com gt 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 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 by AFNOR and 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 win
11. 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 17 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 www apcoaviation com gt 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 18 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 19 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 20 KEARA EXTRA SMALL SKETCHES AND CERTIFICATION
12. full stall apply full brake 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 Keara generally flies backwards during a full stall but doesn t always form a Rosette To recover from a lull stall both brakes must be let up symmetrically at a fast to moderate speed within 1 2 seconds The Keara 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 10NEGATIVE TURN Stall on one side In strong Turbulence wrong entry into a Turn or wrong reaction at big asymmetric Collapse can possibly pull the Keara into a Negative Turn The Keara 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 enter such a Situation unexpectedly immediately release the brake which is pulled to m
13. www apcoaviation com 22 KEARA MEDIUM SKETCHES AND CERTIFICATION 22 1SKETCHES gt O 1 I lt i N Jrawn by g LC t Q u L v Ar rr even Anatoly ANOLOT E N T TN i MTN LD A vea CY Y A a N 7 J N B j LAL Ly XY ICA LL Z l V d 30 www apcoaviation com F D CN x E 10 C O Z 2 l A 20 3 Drawn by O Dz Part N Quantity per glide FN NP mer t b loss N dos re r A Il C LC A WU Vr awin J C r N Ce 7 y o iw gt z VN 5 WE 7 DA eo k am 2 x p om Nc N Seal g A Mig Aboroved cai hr FDOFOVvG ANALOLY Cohr Product www apcoaviation com gt 22 2 CERTIFICATION 22 2 1 DHV TEST REPORT DHV 97 APCO KEARA M Type Apco Keara M Certificate No DHV GS 01 1067 03 Holder of certificate Apco Aviation Ltd Manufacturer Apco Aviation Ltd Classification 2 GH Winch tow Yes Number of seats min Number of seats 1
14. 1 max Accelerator Yes Trimmers Yes BEHAVIOUR AT MIN WEIGHT BEHAVIOUR AT MAX WEIGHT IN FLIGHT 90 KG IN FLIGHT 115 KG Take off 2 2 Inflation evenly immediately evenly immediately Rising behaviour comes over pilot delayed comes over pilot delayed Take off speed average average Take off handling easy easy Straight flight 1 2 1 2 Trim speed km h 33 37 Accelerated speed km h 0 54 Roll damping average average Turn handling 2 2 Spin tendency slight slight Control travel average average Agility average average Symmetric stall 2 2 Deep stall limit average 60 cm 75 cm Full stall limit average 65 cm 80 cm average 60 cm 75 cm average 65 cm 80 cm Increase in steering power average average Front collapse 2 2 Pre acceleration slight slight Opening behaviour spontaneous delayed Front collapse accelerated Pre acceleration Opening behaviour spontaneous delayed 2 slight spontaneous quickly D 32 Turn tendency 90 180 degrees 90 180 degrees Rate of turn average average with deceleration with deceleration Loss of altitude average average Stabilization spontaneous spontaneous Opening behaviour spontaneous quickly spontaneous quickly Turn tendency 90 180 degrees Rate of turn average with deceleration Loss of altitude average Stabilization spontaneous Opening behaviour spontaneous quickly Stabilization countersteering easy countersteering easy Control trave
15. M H 25KM H pr conisations de r vision du constructeur inspections manufacturer s recomandations ANNUELLE YEARLY num ro de s rie serial number date de production date of manufacturing m 54 www apcoaviation com 23 KEARA LARGE SKETCHES AND CERTIFICATION 23 1 SKETCHES n ETS C LN p _ N E p N N Date lame Dr a N ZN A ATX N N N x JN Y N N N CE Ex ve i K Pb ee Ie m nm v Cohr AD y A y N rN ew 7 D j N N N N 4 d N J ss j Ea A alle VY Z L Ch x Iw o N Ww 39 www apcoaviation com Jrawn an AVY KA Ka ANhnnrov d An Q D 2 2 lt ON X Nar Med YALL VV PX KL 36 www apcoaviation com gt 23 2CERTIFICATION 23 2 1 DHV TEST REPORT DHV 97 APCO KEARA L Type Apco Keara L Certificate No DHV GS 01 1068 03 Holder of certificate Apco Aviation Ltd Manufacturer Apco Aviation Ltd Classification 2 GH Winch tow Yes Numbe
16. PSED AS THIS DOUBLES THE LOAD ON THE CENTER LINES AND ATTACHMENT POINTS AND COULD LEAD TO FAILURE 13 8DEEP STALL OR PARACHUTAL STALL Under normal flying conditions the Keara 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 8 1 Signs of parachutal stall The pilot has 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 You will have an increased vertical descent 13 8 2 Exit from parachutal stall It is important to recognize this situation Most accidents involving parachutal stall happen because the pilot did not realize that he was in deep stall www apcoaviation com gt The best way to exit a parachutal stall is to pull 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 riser or the wing might suffer a frontal collapse Alternatively the pilot can push the speed bar to lower the angle of attack and get the wing flying again By pulling one or both brakes while in deep stall the pilot can accidentally enter a full stall or spin 13 9FULL STALL To induce a
17. amic shape No special care is needed when folding The battens generally are maintenance free however batten sleeves and sleeve ends should be periodically inspected for damage and wear Missing or damaged battens do not adversely affect the safety of the Keara The battens are easily removed from the sleeves rrr www apcoaviation com gt 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 7 HARNESS All of Apco s gliders are developed with the use of ABS Automatic Bracing System type harnesses without cross bracing We recommend the use of an ABS harness with all our gliders All certified harnesses can be used with our gliders For best safety and performance we recommend an Apco harness equipped with a Mayday emergency parachute CAUTION 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 8 SPEED SYSTEM 8 1 ASSEMBLY amp ADJUSTMENT
18. aught 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 15 brakes and the KEARA will gently lift you off the ground 12 3STRONG WIND AND REVERSE LAUNCH The Keara has a lot of lifting power 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 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 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 winch Directional changes can be made wi
19. e accelerator line attached to the speed bar then thread it through the elasticized ring on the harness then through harness pulley and then re attach it to the Chain link with a larks head knot Hook the Chain link onto the Chain Link on the riser of the corresponding side Sit in the harness and have someone hold the riser up in a flying position for you Adjust the speed bar line by pulling the end through the speed bar tube and moving the knot The Bar should be about 10 cm or closer if you have a second step away from the front of the harness seat This allows you to easily reach the bar with your foot and will allow you to use the full range of the speed bar if you extend your legs fully Do not adjust the speed system too short as this will cause it to be activated permanently while flying and could be dangerous It is possible to fit a second step to the system if one has trouble using the full range of the system supplied separately www apcoaviation com gt OPTION II CHAIN LINK _ HARNESS D PULLEY RING 2 ELASTIC N SPEED BAR Figure 8 2 9 EMERGENCY PARACHUTE ATTACHMENT lt 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 10 RISERS amp TRIMMERS The Keara is fitted with a 4 branch riser system equipped with accelerator and trimmers The riser geo
20. elayed comes over pilot delayed Take off speed average average Take off handling average average Straight flight 2 2 Trim speed km h 34 37 Accelerated speed km h 0 54 Roll damping average average Turn handling 2 2 Spin tendency average average Control travel average average Agility high high Symmetric stall 2 2 Deep stall limit average 60 cm 75 cm average 60 cm 75 cm Full stall limit average 65 cm 80 cm average 65 cm 80 cm Increase in steering power high high Front collapse 2 2 Pre acceleration slight Slight Opening behaviour spontaneous delayed Front collapse accelerated Pre acceleration Opening behaviour Asymmetric collapse 2 spontaneous delayed 2 slight spontaneous delayed a 27 Turn tendency 90 180 degrees 90 180 degrees Rate of turn average average with deceleration with deceleration Loss of altitude average average Stabilization countersteering easy countersteering easy Opening behaviour spontaneous delayed spontaneous delayed Turn tendency 90 180 degrees Rate of turn average with deceleration Loss of altitude average Stabilization spontaneous spontaneous quickly Opening behaviour Stabilization countersteering easy countersteering easy Control travel average average Control pressure increase high high Turn in opposite direction easy no tendency to stall easy no tendency to stall Opening behaviour spontaneous delayed spontaneous delayed
21. g point by making s turns e At a height of about 15 meters the final part of your descent should be made at trim speed into the wind e 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 www apcoaviation com gt 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 14 2 WATER LANDING As you approach landing release all the buckles and cross bracing if present of the harness except for one leg Just before landing release the remaining buckle It is advisable to enter the water downwind Let the canopy rotate completely forward until it hits the water with the leading edge openings the air inside will then be trapped forming a big air mattress and giving the pilot more time to escape Less water will enter the canopy this way making the recovery much easier Get away from the glider and lines as soon as possible to avoid entanglement Remember that a ballast bag can be emp
22. g tip which provides straight line stability and produces some outward force to keep the span wise tension The Keara has the new Flexon Technology pat pending Leading edge Battens that support the top and the bottom surface leading edge fabric between the ribs 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 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 4 HIT VALVES High speed In Take www apcoaviation com gt Valve Open Low Angle of Attack B Angle of Attack ut B HIT salve B Aur Flow Valve Open x Low Angle of Attack Valve Closed High Angle of Attack The Keara 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
23. ion or light headedness 13 12STRONG TURBULENCE NEVER FLY IN STRONG TURBULENCE If you unexpectedly encounter strong turbulence fly with about 20 brake applied to increase the internal pressure and the angle of attack of the canopy and land as soon as possible If the air is turbulent on landing approach land with Big Ears Learn to fly actively and to anticipate collapses and prevent them by applying brake when needed before you have unwanted collapses 13 13STEERING 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 C 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 e Always land into the wind e 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 landin
24. 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 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 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 very strong tendency to re inflate after any collapses 13 4 CRAVAT In case a cravat should occur from an asymmetric collapse or other manoeuvres 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 5 FRONT STALL OR SYMMETRIC COLLAPSE In the event of a front stall the glider will normally re inflate on its own immediately without any change of direction To speed up re inflation briefly apply 30 40 brake to www apcoaviation com gt pump open the leading edge Do not hold the brakes down permanently to avoid an unwanted stall 13 6B STALL The Keara 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
25. l average average Control pressure increase high high Turn in opposite direction easy no tendency to stall easy no tendency to stall Opening behaviour spontaneous quickly spontaneous quickly Entry easy easy Spin tendency average average Exit spontaneous spontaneous Entry easy easy Exit spontaneous spontaneous Landing behaviour easy easy Supplementary remarks TV F amp 55 22 2 2 AFNOR FFVL AEROTESTS test en conformit aux normes tested in conformity with AFNOR EN926 2 EN 926 1 LIMITES DE CHARGES WEIGHT LIMITATIONS poids total en vol mini 95KG mini total weight in flight poids total en vol maxi 125KG maxi total weight in flight poids du modele 6 5KG weight of the model nombre d l vateurs 4 number of risers d battement de l acc l rateur accelerator s travel 24 5CM debattement du trim trimmer s travel 3CM www apcoaviation com AJ cat gorie cat gory PERFORMANCE N de conformit 00212045AP conformity number CONSTRUCTEUR APCO MANUFACTURER MODELE KEARA MEDIUM MODEL configuration du harnais lors des tests configuration of the harness during the tests constructeur manufacturer modele model distance entre les maillons distance between the connectors distance maillon assise distance connectors seat plage de vitesse aux commandes speed range with controls plage de vitesse aux accessoires speed range with accessories APCO 42CM 42CM 16K
26. l ribs Damage to the top and bottom panels and seams between panels e Inspect the Flexon battens for kinks and bends Check the batten sleeves and sleeve ends for wear or punctures 11 5 LINE MAINTENANCE Four groups of suspension lines and one brake line are attached to each riser The three groups are called D and brake lines The stabilizer lines are connected along with the B lines Superaramid lines are known to be sensitive to the influence of the elements They must be carefully inspected periodically In his her own interest the pilot must observe the following points to ensure maximum performance and safety from the glider e Avoid sharp bending and squeezing of lines Take care that people do not step on the lines e Do not pull on the lines if they are caught on rocks or vegetation e 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 IN 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 li
27. metry allows a very clean rotation of the wing when accelerating maintaining perfect control of the profile The neutral trim position is when all four branches of the risers are of equal length fully open This is the best trim setting for launch glide and landing We recommend closing the trimmers only for thermal flying giving the best sink rate and handling for this purpose CAUTION WHEN THE TRIMMERS ARE CLOSED THE GLIDER FLIES AT A HIGHER ANGLE OF ATTACK AND THE STALL POINT WILL BE AT A DIFFERENT POINT IN THE BRAKE RANGE 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 gt e C rf S30 530 536 530 530 515 505 505 C 2 lt 2 v 2 w in u a Q O U Speedsystem not actived trim down Speedsystem not octived trim Up Speedsystem actived trim up Connection to rawn b Oleg Dzhonoev Part N Toll Quontit per glider 22 07 2002 Name Drawing N V LINE KE15 22 10 Product Aviation LTD KEARA Figure 10 1 6 e n m Approved Ama Cohn www apcoaviation com gt 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 2BRAKE SETTING Bef
28. ne 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 techniques 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 and the Flexon MsIV_A a 14 www apcoaviation com gt rib reinforcements 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 Keara has very good launch behavior in no wind conditions For the best results we recommenq the following lay the glider out and position yourself in line with the center of the wing with the lines almost t
29. ore the first flight the pilot dealer has to take his her glider and inflate it to check brake length and if needed shorten or lengthen the brake setting to his or her preference It is important that the brakes are not set too short If the glider is above your head the brakes should not be pulling the trailing edge down as that means that the brakes are too short A good setting is to have about 10 cm of slack in the brake from the brake guide on the riser to the activation point of the brakes See Diagram below 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 e 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 4 REGULAR INSPECTION CHECKS e Damage to lines webbing and thread on the stitching of the harness and risers e That the stainless steel connection links on the risers are not damaged and are fully closed e The pulleys of the speed system are free to move and the lines are not twisted www apcoaviation com gt he condition of the brake lines stainless steel ring and the security of the knot attaching the brake handle to the brake line e The sewing condition of the lines and connection of the lines e Damage to hook up points on the glider e Internal damage to the ribs and diagona
30. r of seats min Number of seats 1 1 max Accelerator Yes Trimmers Yes BEHAVIOUR AT MIN WEIGHT BEHAVIOUR AT MAX WEIGHT IN FLIGHT 105 KG IN FLIGHT 130 KG Take off 2 2 Inflation evenly immediately evenly immediately Rising behaviour comes over pilot delayed comes over pilot delayed Take off speed average average Take off handling average average Straight flight 1 2 2 Trim speed km h 34 57 Accelerated speed km h 0 54 Roll damping average average Turn handling 2 2 Spin tendency average average Control travel average average Agility high high Symmetric stall 2 2 Deep stall limit average 60 cm 75 cm average 60 cm 75 cm Full stall limit average 65 cm 80 cm average 65 cm 80 cm Increase in steering power high high Front collapse 2 2 Pre acceleration slight Slight Opening behaviour spontaneous delayed Front collapse accelerated Pre acceleration Opening behaviour spontaneous delayed Slight spontaneous delayed 37 Turn tendency 90 180 degrees 90 180 degrees Rate of turn average average with deceleration with deceleration Loss of altitude average average Stabilization spontaneous spontaneous Opening behaviour spontaneous delayed spontaneous delayed Turn tendency 90 180 degrees Rate of turn average with deceleration Loss of altitude average Stabilization spontaneous Opening behaviour spontaneous quickly Stabilization countersteering easy counters
31. s 32x3 2x2 6 33x3 2x2 6 35x3 2x2 6 37x3 2x2 6 Area m 24 50 25 40 27 50 29 20 Area projected m 21 80 22 70 24 20 25 80 Span incl Stabilizer m 11 90 12 20 12 90 13 50 Span projected m 9 80 10 10 10 60 11 20 Aspect Ratio 5 80 5 95 6 10 6 40 Aspect Ratio projected 4 40 4 50 4 70 4 90 Pilot Weight Kg all up 64 80 79 99 95 115 105 130 Weight of Canopy Kg 7 0 7 2 7 4 7 6 Root Cord m 2 67 2 67 2 67 2 67 Tip Cord m 0 50 0 50 0 50 0 50 Length of Lines on B m 7 50 7 50 7 90 8 30 Total line used 320 320 345 355 LINES Material Diameter Strength Type Std Comp Std Comp Std Comp Top Low Drag Hook Up Dyneema Dyneema 0 8mm 0 8mm 90kg 90kg Upper Super Aramid C amp D Super Aramid Unsheathed 1 4mm 0 6mm 80kg 65kg Mid Super Aramid A B C amp D Super Aramid Unsheathed 1 4mm 0 6mm 80kg 65kg Super Aramid Lower Super Aramid Unsheathed 1 7mm 0 9mm 150kg 120kg Central Lower Super Aramid A amp B Super Aramid Unsheathed 2 2mm 1 6mm 220kg 200kg Super Aramid Upper Brake Cascades Dyneema Unsheathed 1 4mm 0 6mm 90kg 65kg Steering Line Polyester Dyneema 2 2mm 0 9mm 90kg 180kg FABRIC 46gr m Zero Porosity Ripstop Nylon Double Siliconized Rib Reinforcement 80gr m Mylar Trilam Warranty 3 Years 250 hours GLIDER PERFORMANCE DATA V min 21 km h V trim 36 38 km h V max 584 km h Min Sink at optimum wing loading 0 9 m s www apcoaviation com KEARA EXTRA
32. teering easy Control travel average average Control pressure increase high high Turn in opposite direction easy no tendency to stall easy no tendency to stall Opening behaviour spontaneous delayed spontaneous delayed Entry average average Spin tendency average average Exit spontaneous spontaneous Entry easy easy Exit spontaneous Spontaneous Landing behaviour easy easy Supplementary remarks OS www apcoaviation com gt AN APCO wishes you many hours of enjoyable flying Take Air
33. th weight shift rather than brakes While on tow the brake pressure will be higher and more input may be needed to make corrections than in normal flight 13 FLIGHT TECHNIQUES 13 1 FLYING SPEED Indicated trim speed is dependant on the amount of brake the pilot is using wing loading altitude above sea level and the accuracy and make of speed probe The speeds recorded were at optimum wing loading at sea level using a Skywatch Pro thus there could be a slight variation in soeed range numbers that a pilot records NOTE The speeds indicated in the technical data sheet are the correct soeeds 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 e With 0 brake the Keara will fly at 37 km h with a sink rate of 1 1 m s e At 25 brake the glider will fly at 31km h with minimum sink rate 0 9 m s e The best glide angle is achieved with 0 brakes and about 1 4 speedbar at a speed of 42 km h www apcoaviation com gt e With 80 brake the glider will fly at about 23km h and will be close to the stall point 21km h CAUTION APART FROM WHEN FLARING AT LANDING THERE SHOULD BE NO REASON TO FLY WITH 70 TO 100 BRAKE THE SINK RATE OF THE GLIDER WILL BE EXCESSIVE
34. tied 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 15 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 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 16 MAINTENANCE amp CLEANING Cleaning should be carried out with water and if necessary gentle soap If the glider comes in
35. 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 deepstall The Keara 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 13 7BIG EARS Altitude can be lost in a controlled way by collapsing both tips To do this take the outer most A line attached on its own riser on 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 COLLA
36. uch the Keara 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 Keara flies after a quarter Turn and will move smoothly forward stabile again The Negative turn is like the full stall a hazardous manoeuvre and should be only done under the right Safety preparations 13 11 SPIRAL DIVES The Keara 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 www apcoaviation com gt CAUTION SOME GLIDERS CAN BE NEUTRAL IN SPIRAL AND MAY NOT EXIT WITHOUT PILOT INPUT TO EXIT A NEUTRAL SPIRAL THE PILOT HAS TO LEAN HIS HER WEIGHT TO THE OUTSIDE OF THE TURN OR APPLY BRAKE ON THE OUTSIDE WING AS SOON AS THE GLIDER STARTS TO SLOW DOWN IN THE SPIRAL THE OUTSIDE BRAKE MUST BE RELEASED PILOTS CAN SUFFER BLACK OUTS IN SPIRALS AND THE PILOT HAS TO EXIT THE SPIRAL AS SOON AS he she FEELS ANY ABNORMAL SYMPTOMS Black dots in field of vis
37. 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 FLEXON LEADING EDGE BATTENS This feature dramatically improves the performance of the wing especially at high speeds The battens further improve the already superb launch and re inflation characteristics of the wing When folding your Keara take care not to bend the Flexon battens The battens are easily replaced and can be obtained from your dealer All battens are of equal length The Keara is the first glider on the market with Flexon Battens in the leading edge Flexon Battens hold the shape of the leading edge profile in flight throughout the speed range of the wing also supporting the top and the bottom surface leading edge fabric between the ribs keeping the intakes open This dramatically improves the high speed performance of the wing because the leading edge of the profile does not deform and retains its proper aerodyn
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