Hybrid Paramotor

In a Class of its own for Paramotoring

Certification: EN B (Intermediate)

A truly revolutionary design – The APCO Hybrid.

The Hybrid represents the first wing in this class – a new category of wing in our sport, with unprecedented flying characteristics. This unique design combines a classic double surface profile with a single surface profile, together creating a hybrid profile.

Putting aside all the hype – this wing must be flown to be believed!

Specifically for Paramotor, the Hybrid possess characteristics which will shine on early morning flights and days with nil wind. Front launch and take-off sequence are without a doubt the next step in our sport! The Hybrid’s take-off and landing speed is lower than comparable wings, making it easier and safer. In the air, the Hybrid is an ultra stable wing in terms of both roll and pitch. The brakes are more efficient than any other classic profile wing and the brake pressure is below anything you have ever tried! The Hybrid is not intended to replace reflex profile paramotor wings which excel at high speeds and in rough air. On the contrary, it is perfect for cruising around, making the entire flight envelope easier, calmer and more enjoyable.

Certified in EN-B category, with all but 2 manoeuvres rated EN-A indicating the real life safety of this unique design!

Putting aside all the hype – this wing must be flown to be believed!

The advantages of this concept both in free flight and paramotor are almost unbelievable! The Hybrid is much more than an exotic wing for special purposes. It offers many advantages over single skin designs and also classic wings in beginner to sport categories. Hybrid wings will become mainstream products within a few years, replacing many classic designs out there. We are proud that APCO is behind such an innovation!

This project has been long and difficult but we are sure the term “Hybrid” will be forever coined into our sport!

Background

This project started off as a concept, an idea that we wanted to explore but never expected what we found! The initial test flights of the first prototype were so impressive that we virtually dropped all other projects in an effort to bring this wing to the market. After 2 years of intense R&D we launched the HYBRID!

The Hybrid must be flown to believe all the “hype” around it, but we promise you it is that SPECIAL! Any pilot that had the chance to try it was amazed and after only 1 flight, convinced that this concept is here to stay!

The Hybrid is light (3 kg), but not designed to be a “Lightweight” wing. the absence of bottom surface on the back part of the wing saves weight but is also what makes it fly in such a special way.

Gallery

Hybrid	Small	Medium	Large	X-Large
Product Codes	38610	38620	38630	38640
Cells	48	48	48	50
Area m2	20	22	24	25.56
Area (projected) m2	16.9	18.6	20.3	21.65
Span (incl. Stabiliser) m	10.1	10.6	11.0	11.59
Span (projected) m	7.9	8.3	8.6	9.06
Aspect Ratio	5.1	5.1	5.1	5.25
Aspect Ratio (projected)	3.7	3.7	3.7	3.79
Pilot Weight, Kg (all up) PG	55-75	70-90	85-105	100-120
Pilot Weight, Kg (all up) PPG	70-95	85-110	100-125	115-140
Weight of Canopy Kg	3.0	3.1	3.2	3.25
Root Cord m	2.43	2.54	2.65	2.65
Tip Cord m	0.43	0.45	0.47	0.47
Length of Lines on B m	6.06	6.35	6.64	7.10
Total length of line used m	315	324	333	352
Certification	DGAC EN-B*	DGAC EN-B*	DGAC EN-B*	DGAC
* With Trimmers Closed

V-min [km/h]	22
V-trim [km/h]	35
V-max [km/h]	45+
Min Sink [m/s] at optimal wing loading	1.1

Details

Quality, Durability and Attention to every Detail.
Each wing is built with dedication and passion for the sport. Each step in the manufacturing process is checked and rechecked to ensure that every wing that is shipped to a client is finished according to our exacting standards.

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 Karabiners/rectangular loops that attach the lines to the risers are made of stainless steel.

	Material	Diameter [mm]	Strength [kg]
Top	Dyneema	1.0	90
Bottom A, B, C	Superaramide	1.9	320
Bottom St	Superaramide	1.0	137
Brake top, St top	Vectran	0.6	50
Brake bottom	Dyneema	2.0	230

Sail Cloth	Skytex 27 and 33 gr/m2 "Zero Porosity" Ripstop Nylon
Rib Reinforcement	FLEXON® batten system
Warranty	1 year / 100 Hours manufacturing defects only

The Hybrid was certified with unsheathed lines, using sheathed lines is perfectly safe, but is outside frame of EU (EN-B) certification

What is the difference between the Paraglider and Paramotor versions of the Hybrid

The Hybrid is an EN certified wing in its free flying configuration which includes unsheathed lines and risers with no trimmers.

For PM pilots we offer a paramotor dedicated version (DGAC certification pending) which includes upgraded risers with speed system and additional trimmers .

Also the Paramotor version is supplied with a fully sheathed bottom line set, specifically adapted to the needs of paramotor pilots, giving protection against line wear, this is vs. unsheathed line set on paragliding version. Lines are attached to risers with our new unique Aluminium V-links, this is vs. soft links on PG version.

This configuration is completely safe, but is out of the specs of the certified EN-B version.

If you choose the regular lines, PM option there is a small weight increase of approx 150 [gr].

Did you have success with a siliconized material version of the Hybrid?

Because of the certification we do not offer a “siliconised material” version – it is out of spec. We do have over 3 years of experience with this specific design and out of a few hundred pieces sold worldwide – so far no complaints about durability whatsoever.

Is it right for me?

If you answer to one of the below criteria then YES!

A. You demand the absolute best option available for front launch take-off in no wind conditions.

B. You mostly fly at trim speed, without often using your speed bar. The Hybrid does not have top speed of a full reflex wing.

C. You do not enjoy running and require the slowest possible take-off and landing speeds.

D. You would like a wing which packs to the smallest possible weight and volume to carry anywhere.

E. You are having difficulty controlling your current wing: roll oscillation, failed take-offs, lack of engine power, difficulty with landing due to speed or flare efficiency – all of these and more will be solved by using this wing.

F. As an additional wing option for local flights where you would like to enjoy all the above benefits.

Why is this glider so roll stable?

Roll Stability on the Hybrid is something special, and it is actually a combination of the Yaw and Roll stabilisation that is a result of having the exposed ribs only on the latter half of the wing (similar to the effect of a tail on an aircraft).
The advantages are apparent in Launch, Level flight in rough air, and in Thermals.

Launch: The wing is more inclined to come up straight, and not to veer of to one side or the other.
Flight: the wing is less inclined to change direction due to turbulence or collapses.
Thermalling: The Hybrid, holds a constant angle of bank with minimum effort, which results in a more efficient climb – Infact, the Hybrid will outclimb most other paragliders on the market.

This stability is also very good in more extreme situations such as deep spirals, where the airflow on the wing is not equal on the inner and outr wings, but the wing always seeks to equalise this airflow, so the wing has no tendency to stay in a spiral.

None of this reduces the handling or response in normal flight, it still turns as good as or better than any other wing out there.

Why is this glider so pitch stable?

The Pitch Stability is a result of the unique profile on the glider, which is shark nose on the front, giving high internal pressure at lower angles of attack and at higher speeds. The undercut in the profile at mid-chord of the wing accelerates the air in that area on the under surface, which means the pressure distribution is higher on the front half of the wing and lower on the latter half, this makes the wing very collapse resistant in flight in practice, this stability is similar to that of a reflex wing, pitching the nose up, not by pushing the tail down (as in a reflex wing). This is not done at the cost of performance which is the case on reflex wings. The overall shape of the profile is very similar to that of a vulture, and is surprisingly efficient.

Why is the brake pressure lower than on traditional paragliders?

The lower brake pressure is related to the pitch stability of the profile, where the lift is mainly on the front part of the wing. In addition, on a traditional paraglider profile, the brakes work against the internal pressure of the wing, which increases the required effort to apply the brakes. The brake pressure is still progressive, increasing as expected as you apply more brake, all the way up to the stall point. The handling is accurate and precise, the brakes are progressive and constantly transmitting feedback from the air around you.

What is the best way to get a soft landing on the Hybrid PM?

We have found the best way to land the Hybrid is to approach with hands all the way up and to flair quite late, not too deep.

Pulling with your hands wide apart will increase the amount of brake applied to the center section of the wing, which also improves the flair.
We recommend landing with the trimmers in the closed position.

Video credit: Mario Moreno – Escuela Parapente Eolox, Spain

The Hybrid does not carry a lot of energy, so diving the wing on finals does not really improve the landing.

It is also possible to land under power, which can give a softer landing, but is only recommended for experienced pilots.

How would the efficiency be on this wing compared to let’s say a Thrust 5 Medium at the same all up weight?

The Hybrid is a relatively effective wing compared to a reflex wing but not necessarily when compared to a wing with a classic profile.

The Hybrid “L” compared to the Thrust “M” will require roughly the same engine power, and consume a similar amount of fuel per hour.

The Hybrid however offers a huge advantage when it comes to ease of use, which is what makes it such an exceptional wing.

HYBRID EXPLAINED - from August 2018 newsletter

Intended for :

A. Schools – Front launches at no wind conditions – the Hybrid is by far the best thing there is on the market today!

B. Pilots who fly locally and do not need the wide speed range of reflex wings. Pilots having difficulties with forward launches and would like to enjoy the ease of use and slow take off speed of the hybrid.

The advantages of the Hybrid for paramotor are concentrated around its stability and ease of use during take off and landing.

Launch – We cannot stress enough how much easier it is to foward launch and take off with this wing. There is nothing to compare it to including the Lift 2EZ.

The Hybrid is not a fast wing which makes the take off run shorter and slower than other wings. The light weight canopy ensures that it comes overhead with less effort than a regular wing.

The required effort on the A-risers is lower than on a regular wing and just two or three, easy steps forward brings it overhead. The stability of the profile helps to keep it directly above the pilot. There is no tendency to roll to the sides during the take off run, the pilot hardly needs to move under the wing, as it will center itself above the pilot.

In Flight – the first thing you will notice is the low brake pressure! there is no need for tip steering (as it is not a reflex profile), and the load is lower than anything you have tried!

The second would be the roll stability – with this wing there is no roll instability (Oscillation) whatsoever! This wing would be the perfect tool for aerial photographers, not too fast and extremely stable. You can take your hands off the brakes and the wing stays as steady as a rock. There is also slight to no torque effect, as very low power is needed due to the highly efficient profile.

The pitch stability resembles the behavior of a reflex profile, this is noticeable mainly when ground handling.

Compared to a reflex wing the hybrid is more “sensitive”. It is a light weight wing that gives better feedback of the air to the pilot. It will move more than a reflex wing that behaves much more as a rigid structure.

The Hybrid will reverse launch in very light wind conditions, but the advantages of the Hybrid will decrease on windier days where high air speeds are needed.

For pilots that fly in lower winds this is by far the best and easiest wing there is on the market today!

In the Box

Closing belt
Wind sock or Apco Cap
Warranty, stickers, and repair kit
At the time of purchase you may chose ONE of the following: Sherpa Bag OR Light PG Bag (80L) OR Light Clinch Bag for a special price!
In addition at the time of purchase you may choose to add : Compression Bag for a special price!

The right to change prices, specifications or equipment at any time without notice is reserved.

Options and Accessories

42465: Compression Bag
88.00$

For all of you wanting your glider neatly folded and well kept.

*Color shown for illustration only.

Add to basket

42479: Light Backpack 80 [Ltr]
298.00$

At **only 595 grams**, it is one of the lighter bags on the market in this class.
Large enough to hold a standard paraglider with a lighter harness and other essentials.

Add to basket

7999-Hybrid: Replacement Trimmer webbing and Kamet buckle for Hybrid Paramotor

Easy camet buckle and / or trim webbing replacement.

Read more

A4909-3T: Mini karabiner for 25 mm webbing – triple safety lock
42.00$

Triple safety lock – only 55 [gr].
The Mini karabiner is a 25mm version of our well proven twist lock karabiner. The lightest in the range of Karabiners!

Add to basket

Wing Suitability

Approval – ULM identification

Size	Certification Type
S - 20	EN B*, DGAC
M - 22	EN B*, DGAC
L - 24	EN B*, DGAC
XL - 25.5	DGAC
*Trimmers closed (Paramotor Version)

Characteristics

TAKE OFF
Due to the low weight canopy and hybrid profile design, front launch is easier than any other wing-guaranteed!
During the take-off run, the Hybrid tends to center itself above the pilot due to its outstanding roll stability.
LANDING
Due to the relatively slow nature of the wing and its efficiency, the landing approach is flat and controlled. The flare is as efficient as a school wing. Landings with Hybrid become less intimidating and much safer!
ROLL STABILITY
UNBELIEVABLE, it is like after every wing over, turn, bump the wing breaks the rolling motion exactly overhead! The exposed ribs act as fins which break the roll movement unlike anything else you have tried.
HANDLING
Efficient with light brake pressure! It is fun and responsive, yet requires no corrections or experience as even the sharpest turn comes directly back into straight flight.
BRAKE PRESSURE
Very very low! On a classic profile, the brakes need to be applied against the internal pressure of the wing. With the Hybrid, as with single skin designs the brakes create only drag and therefore are much more efficient. This wing feels accurate and precise, the brakes are progressive and constantly transmitting the air around you.
PILOT FEEDBACK
I have never flown such a wing – you must try it to believe it!
HYBRID PARAMOTOR
The best thing that happened to pilots searching for the safest, easiest wing for cruising around, enjoying relaxed flying experience.