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Spring Issue Contents

The Futura - Barney Barnes gives his first impresions on a rough day at the Golan Heights

The Golan Heights is one of the most impressive places you can fly. Just the drive up, skirting the barbed wire border with Jordan and Syria, is thought provoking, especially if you are thinking of XC flights. The view from the top overlooking the Sea of Galilee is something again. Today it's windy and cold for the time of year, but we've chased around sites all day and now it's getting late so this is it. I haven't flown for over six weeks thanks to the British winter and I'm on a site I've never flown with a paraglider, harness and equipment I've never used before and conditions are far from perfect. Anyone who has ever looked at accident reports concerning experienced pilots will know that this is a classic accident scenario. Fortunately I've read the reports and I'm being careful.

The Futura inflates smoothly without overshooting in the strong wind and I'm soon climbing out in the lift band. Walter and Bjork are test flying the new Zen II and as we glide out the front I'm surprised to find that although the Zens pull ahead with their extra speed the Futura glide angle is identical. I push along the ridge to a small hillock thinking it might produce a thermal and aware that it will probably produce some turbulence. The leading collapses in the rough air but before I do anything it's out again and flying normally. This is the only collapse I get although I know it's rough because the feedback from the wing is reminding me to be on my guard. When I do eventually find a thermal it's bumpy and hard to use but the Futura responds well helping me to find small cores, turning sharp and steep when asked and flat and smooth the rest of the time. After 40 minutes in the air I fly out to get some ground clearance and spiral dive. No surprises as it winds in progressively with brake pressure and weight shift and exits perfectly. Big ears is a bit harder than I'm used to as there is a lot of tension on the tip line. On the first B line stall I pull hard and the wing begins to forward horseshoe but isn't a problem. On the second I'm less agressive and the descent is smooth and comfortable, returning to normal flight with no sign af any deep stall. Some asymetric deflations follow and the wing responds turning through 180 degrees and re-inflating. Countering the turn and pumping out the deflation is very quick and easy. The wind is strengthening, I can see the gust lines on the Sea of Galalie so I put in some wingovers just for the hell of it and top land.

I enjoyed flying the Futura. It has the sort of responsiveness I like.Good feedback without being uncomfortable and a pleasant versatility in the turn. And the performance, well apart from speed I couldn't see any difference from the Zen. My only problem now is deciding what to fly in the British Nationals this year.

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Stubai Cup 1997 - Glide Test
The new Zen 2 made it's debut at Stubai in January surprising many in the glide angle competition. The Zen 2 was over a point better in glide than Edel's prototype Sector and nearly a point better than Airwave's XMX. And this was without microlines. The Zen tested was a standard model with normal lines. A comparison of two glides was
taken where possible to find an average. The overall results were: 

1 Pro Design - Max 69 proto     8.3 & 9.3 

2 UP - Escape proto             7.9 & 8.7 

3 APCO - Zen 2                  7.8 & 8.7 

4 Airwave - XMX                 0.0 & 8.0 

5 Edel Sector proto             7.8 & 0.0
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TEST REPORT

Emergency Parachute Test Report

Translated from Delta & Parapendio Magazine - Jan/Feb 1997

The terms "emergency parachute" and "safety parachute" imply a precise legal differentiation. Nevertheless, this distinction cannot conceal the broader problems involved in the emergency systems. The initiative of the Italian Free Flight Federation (Federazione Italiana Vol Libero) was launched in this context. The work carried out is important because it is objective and above all it creates a more specific intervention system.

HOW & WHERE
The tests were carried out on November 26th to 29th 1996 in Palazzago. The FFVL also had the technical collaboration of Alain Zoller, who for years has supervised the certification procedure of the Swiss Free Flight Federation, and is one of the best professionals in this area at international level. The 21 parachutes of different manufacturing design and dimensions presented to the test by Italian and foreign manufacturers represented an important perspective of what exists on the market today. Tests were carried out with drops from a gas filled balloon, with video shots and recording of the data relative to sink rate, opening time and stability of descent. A five member commission drew up the final test results with mathematical recording of the numeric data and voting from their impressions of stability of descent. Parachutes were packed and re-packed according to the manufacturer's manual.

Graziano Maffi - head of the FIVL Materials Commission briefly described the course of the tests: "Each parachute was submitted to at least three drop tests to examine opening at speed and immediate opening with plotting of average data. During the drops speed of descent was also examined while video footage allowed us to express our opinion on the stability of descent. For this last parameter there was unanimity in the judgements expressed. We used a weight of 80kg to which we hooked the emergency parachute enclosed in its own pack. A short line was attached from the parachute emergency handle to the balloon basket and determined the expulsion of the parachute from its pack when the weight was dropped. For the drop tests at speed the line was 20 metres long. Under the parachute a 10 metre lead wire was attached to measure the speed of descent of the open parachute.

Each of us has a theory on how given emergency parachutes function but such theories may be the result of hearsay rather than true inspection. Above all, a disparity is found between the claims of some manufacturers on the features of their parachutes and the data from previous tests. Furthermore some showed behaviour diametrically opposed to that claimed in the official information issued. Our goal was not to obtain the results which would decree the best emergency parachute, but to propose some points of reflection to help the pilot make his choice. The main problem was to carry out as objective a test as possible."

Alain Zoller comments: "The FIVL based itself on the CEN certification test criteria. All the drops were flilmed with two video cameras . . . a five member jury analysed the video images with the average evaluation of the five members giving the final result for each parachute. These tests were very represenative and very instructive for all."

CONCLUSION - Graziano Maffi
"The best thing that came out of these tests is that the manufacturers, whether Italian or foreign, declared themselves satisfied. And the test was a further step forward in the knowledge both for the manufacturers and the users, for the continuing safety of the equipment used. One may conclude with a suggestion to all pilots: the emergency parachute is a very valid piece of equipment, a marvellous safety means, and the worst parachute is always better than nothing."

Opening Speeds 

                                        IMMEDIATE       HIGH SPEED

MAKE            TYPE    AREA    CANOPY  OPENING         OPENING

Flight Design   MD 24+  20.6    C.R.    2.35            3.03

APCO            MD16PP  22.1    C.R.    1.99            2.88

Metamorphosi    P 16    22.1    C.R.    2.12            3.18

Metamorphosi    P 18**  28.5    C.R.    2.14            3.11

Fly-Ten         CD 35   30.5    BiC     2.52            3.82

Freestyle       PRS 2   31.7    C.R.    2.29            3.22

Paradelta       PD 37   31.8    C.R.    2.63            3.44

Freestyle       PRS 3   34.1    C.R.    2.53            -

Metamorphosi    P 20**  34.3    C.R.    2.47            -

Ailes De K      AST 38  34.5    C.R.    2.55            3.56

Pro Design      XS 400  34.9    C.R.pil 3               4.35

ITV             38      35.1    C.R.pil 2.93            3.46

Charley         PRO 140 35.6    C.R.    2.67            3.06

Paratech        PS 1 XL 35.6    C.R.    2.74            4.77

STV-Comet       RS 34   36.4    C.R.    2.47            3.1

Parawing        SC 24** 38.7    C.R.    3.43            4.42

Trekking        F 22    43.4    C.R.    3.05            3.7

High Adventure  BEAMER  -       Rogallo 2.5             -

Vonblon CH. PROTO       -       Rogallo 2.76            -

Fly Design      HD 32   withdrawn                       

Fly Design      HD 24   withdrawn
Sink Rate and Stability 
                                        SINK

MAKE            TYPE    AREA    CANOPY  RATE    STABILITY

Flight Design   MD 24+  20.6    C.R.    5-6     unstable

APCO            MD16PP  22.1    C.R.    5-6     stable

Metamorphosi    P 16    22.1    C.R.    5-6     fairly stable

Metamorphosi    P 18**  28.5    C.R.    6-7     unstable

Fly-Ten         CD 35   30.5    BiC     7-8     fairly stable

Freestyle       PRS 2   31.7    C.R.    4-5     very stable

Paradelta       PD 37   31.8    C.R.    5-6     very stable

Freestyle       PRS 3   34.1    C.R.    4-5     stable

Metamorphosi    P 20**  34.3    C.R.    5-6     very unstable

Ailes De K      AST 38  34.5    C.R.    6-7     unstable

Pro Design      XS 400  34.9    C.R.pil 5-6     very stable

ITV             38      35.1    C.R.pil 6-7     fairly stable

Charley         PRO 140 35.6    C.R.    5-6     fairly stable

Paratech        PS 1 XL 35.6    C.R.    5-6     very stable

STV-Comet       RS 34   36.4    C.R.    5-6     very stable

Parawing        SC 24** 38.7    C.R.    7-8     stable

Trekking        F 22    43.4    C.R.    4-5     unstable

High Adventure  BEAMER  -       Rogallo         -

Vonblon         PROTO   -       Rogallo         very stable

Fly Design      HD 32   withdrawn                       

Fly Design      HD 24   withdrawn               

                                        

C.R. - concave canopy   C.S. - simple canopy                    

BiC - double canopy     C.R. pil - pilotable concave canopy

Rogallo - Rogallo wing                                  

** These parachutes were modified during the tests and are 

therefore not mass produced.
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TEST REPORT

Futura Test Report

The Futura is taking the Sports paragliding market by storm if the orders at APCO are anything to go by. So it was interesting to receive a translation of the test by Spanish magazine "Parapente Vuelo Libre" to see what they thought. Their conclusion:

"High Performance in reach of many pilots"

"APCO's new 'perfo' sail is more than a new intermediate wing, it is a simple, high-performance glider. With a fairly high aspect ratio it has an extensive range of speeds and some original design details (extended brake lines to the stabiliser and asymmetric diagonal load straps). In performance it can compete with mass production competition sails (it glides at over 8:1 and up to 50km/hr!). The sail gives a feeling of pressure and tautness and offers a combination of tranquility and performance in flight with satisfactory stability in turbulance for most pilots. The price paid for these virtues is a higher brake pressure and the need for precise piloting.

Form & Construction

Its extended form, with the tips so far back, show that the Futura is directly derived from the competition Zen. However, its behaviour, requirements and safety are those of an advanced intermediate sail suitable for most pilots. The Futura is similar in form to the Zen but more domesticated. The asymmetrical diagonal rib system . . . is a completely original solution. It combines the advantages of tautnes and horizontal bracing within the wing, through the diagonal ribs, with a minimum of weight increase. This also saves time and materials in manufacture. When you gather the sail and hold the entire bunch of lines in your hand you find that extensive work has been invested in reducing parasitic drag.

Finishing

Smooth colours and classic APCO details. Transparent thermoretractable sheathing for the lower lines, stainless steel shakles instead of links, ring instead of a pulley on the brakes, flexible nylon tapes in the trailing edge, trilam in the leading edge and internal horizontal load straps to correct the horizontal pull of the suspension lines. In flight The Futura looks rather agressive with its sharp tips slightly behind. However it inflates easily, rises slowly and does not tend to overfly. In preparation make sure the brake handle does not become entangled in the stabilizer brake line. When you turn the brake also pulls the stabliser down. This reduces the radius of the turn and improves the sink rate. However it stiffens the brake and limits its travel. Once you become accustomed to the system, you appreciate its advantages. In a thermal you can center better despite the high spread and control of the tip considerably increases stability in turbulence.

Performance

Irreproachable glide for its performance category. With a little braking you can obtain a better sink rate and glide rate. Turns better at the top end of the weight range.

Ears

Be careful since there are only three lines on the A riser. If you pull ears on one side only, the wing turns until you stabilize it by pulling in the other ear. The same happens in asymmetric deflations. Notwithstanding, the Futura's tendency to fold is far less than you would imagine from its appearance. In general it lets you fly very easily, in particular because there is very little tendency to yaw or pitch.

High Performance in reach of many pilots! " 

Read more about the Futura.
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