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I chose the light (‘Lite’) version of the Arcusfor the test, to use with a reversibleharness. The only difference between theLite and the standard RS is some slightlylighter weight sailcloth; the line set andrisers (as tested) are identical. Weightsaving over standard is 800g for the 4.2kgMedium size I flew. A lightweight riser set isavailable, saving an additional 100g. Withinstruments, accessories and camera I wasat 92kg all-up – right in the middle of the85 - 105kg weight range.

RAST, or Ram Air Section Technology, is asystem of valves roughly halfway down thechord of each cell, effectively dividing theglider into two sections fore and aft. Thisallows the wing to inflate in two stages, ledby the front section, and delays fullinflation by a second or so; deflation alsotakes place in two stages with the frontsection leading. Swing’s tests showseveral advantages, not least of which is areduction in the extent of full-frontal (chordwise) collapses. In a situationwhere the wing starts to collapse, thetrailing half of the wing remains inflatedlong enough that less forward divingmotion occurs, and less rotation. There istherefore considerable resistance to alarger-scale collapse. Swing also claim thatin a full frontal stall the wingtips will notcome together to create the dreaded rosetteand the possible catastrophic problems –cravattes, etc – that follow.

The two-stage inflation also means lessdrag when pulling the wing up overhead,almost like a reflex paramotor wing. Strongwind launches are easier with lesstendency to pluck you off the deckprematurely; forward launches should bequicker and easier too, especially on steepnil-wind launches. The valves also meanthe wing has more structural integrity inmoving air, maintaining a more solidtrailing edge and thus less drag and betterperformance in glide and sink rate.

Enough of the theory, what’s it really like inthe air? Friday October 13th and the DHLman arrives with a crispy new wing. I’mexcited to get out and fly it, but it’s highpressure with a fair wind gradient – toostrong in the mountains and little in thelow hills. Instead an afternoon of groundhandling. True to Swing’s claims, the ArcusRS is a cinch to launch. The reinforcedleading edge stands beautifully to attentionwithout any encouragement from me or thebreeze, making the initial pull-up a doddle.

Through the mid phase where you’d expecta bit of drag there is some, but less thanwith a non-RAST wing. Overhead, the wing

feels light and stable and retains its formwell in very low wind speeds. Forwardlaunches feel ever so slightly lighter too.These are best achieved with just the innerA risers in hand as there’s a tendency forthe ears to stick a bit. I preferred reverselaunching in all but a light tailwind, if forno other reason than the RS’s willingnessto do so. Getting that rapid snatch inflationfrom the permanently erect leading edge isthe key, and in this respect the Arcus RShas to be the easiest I’ve yet tried.

My first flight could not have been in moredifferent conditions or terrain. Saligny-sous-Malain, near Dijon in central France, is yourtypical French flatlands site. A steep,stepped cliff launch in a cut in a lowforested ridge, with the added get-it-right-incentive of a main road right behind theshort, flat take-off area. There’s virtually nowind on the ground, then 20 – 25km/h atinflated-wing height, coming up and overthe launch area – nice!

On my first try I’m too fast, add too muchenergy dabbing the brakes, and am kitedback across the dusty launch to set up for asecond attempt. This time it’s a snatch andrelax as the wing rises, using a bit ofpressure through my hips, and she comesup impeccably. I’m still kited back slightlyas the dry dirt take-off is too slippery formy trainers to get any purchase, but thatgives me a little room to ground-handleacross launch like a Jedi and redress myearlier embarrassment in front of theassembled pilotes Dijonnais. It’s noteworthythat the RS doesn’t overshoot much inthese circumstances; there’s less need todab the brakes for fear of an overshoot indynamic conditions. In fact I’d say it hangsback a little until it takes your weight.

Out and into punchy but short-livedautumn thermals, and the first thing Inotice is that the brake handles sit lowerthan I’m accustomed to. At trim these arejust above shoulder height and I make a

Swing have been around since 1986, making them one of the very earliest paraglider manufacturers. Originallyfounded by sailmaker and pioneering Swiss paraglider pilot Ueli Zuberbühler, their German distributor Günther Wörltook control in 1994 when Ueli retired. Since then the company has grown and moved to Bavaria, an area steepedin German aviation history and the home of several hang gliding and paragliding companies. Heading up animpressive research and development team is prolific Italian designer Michael Nesler, whose CV includesgroundbreaking wings for over a dozen makes including Edel, Independence, Firebird, Icaro and, of course, Swing.And it’s Michael’s very latest and very special offspring I was asked to test fly; the all-new Arcus RS with ‘RAST’.

Swing Arcus RS Lite COLIN FARGHER REPORTS

Colour coded standard riser set – very comfortable!

Neat leading edge and RAST clearly visible in centre of chord

Leading section of cells begin to inflate first… …leaving the trailing section uninflated Similar to a reflex wing, there’s a bit less pressure…

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…so it’s a tiny bit lighter through the mid phase of launch Almost overhead, almost fully inflated Overhead, the wing will sit there in the ligtest of breezes

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note to take a wrap for landing, which inthe end is not really needed. The brakehandles are fairly chunky, especially for alightweight glider, and not so suited totaking a wrap with their firm handlebottoms. It’s not a problem though, asthey’re very comfortable with areassuringly well-made feel to them.Crucially, the brake travel is shorter and noextra wrap is needed, just a littleacclimatisation. Overall, the brake pressureis lighter than most in this category, thoughnot the lightest. Travel is short-ish andprogressively stiffer towards the bottomend. The brake lines have a reefing systemon the trailing edge which certainly helpsin this regard. Perhaps returning to lighterbuilt and higher positioned brake handleswill be unwelcome this winter – my handswill undoubtably get colder!

Although reasonably good, the autumnconditions I’ve flown the Arcus in since midOctober have limited my experience withthe wing. From mediocre thermals to gentlerestitution flights, strong winds to weakand scratchy, it’s been your typical autumnfare. No big height gains or XC flights, norenough height for big manoeuvres.

This limited experience aside, I can say theArcus is fairly agile and very easy to fly. Itneeds a bit of encouragement to really getgoing if amateur acro is your thing. I foundtiming the turn with weight shift, oftenreversing a slight turn in one direction, wasthe best way to really get the wing rolling, acombination of weight shift and brakesproducing excellent results and a naturalfeeling for wingovers. My usual wing (also amid to low B) is just a bit more agile andfrisky, but not as efficient in the turn.

I found the Arcus loses little height and isvery efficient at working weak lift with acombination of brake and weight shift,which brings me to the Arcus’s real forte:climbing. As noted, I did not have theopportunity to fly in big conditions, but inanything else the Arcus is the king of theclimb – top of the stack or your moneyback! During my month with the wing Itravelled to Alsace, Bourgogne and FrancheComté and there were few pilots who couldsit above me. Those that could werecertainly not flying EN B by the looks oftheir skinny aspect ratios.

Where the Arcus really sings is in weakconditions. On one particular evening I wasable to spend two and half hours playingabove the Ballon d’Alsace, taking photos,practising accurate top landings and touch-and-goes, whilst another dozen or so localsbombed! I couldn’t believe it and neithercould they. One asked me if the wing wasreally an EN B.

Is this down to RAST? What I do know isthat on my regular wing I’d have beendown with the shitkickers too. You cankind-of feel it in the wing; it sits above yousolidly, a tiny bit like a hang glider. Andlike a hang glider it does give youfeedback, just not quite in the same way.It’s kind of a bit damped but more solid-feeling. Perhaps it’s to do with the pressurein the partitioned trailing edge? It’sfeedback Jim, but not quite as we know it!

Anyone who still thinks the EN B tagequals low-end blancmange should trysome of the new pretenders like the ArcusRS – they will be presently surprised.

In the frisky but short-lived autumnthermals in the east of France the RS was ajoy. Once dialled into the brakes and thefeel of the wing, I quickly relaxed toconcentrate on centring the lift andclimbing efficiently. I’d love to know what itfeels like in bigger conditions; I hope I’ll geta chance this spring if they’ll lend it to mefor a second opinion.

I didn’t try any large collapses with theArcus, nor suffered any unintentionalones. Small to medium asymmetriccollapses can be dealt with very easily,countering with weight-shift. Whencollapsed the wing seems to fold in frontof the RAST section, with only the tipsfolding right back and down. Recovery isautomatic and quick. Similarly, big earsare stable with not a rustle, and pop outof their own accord without drama. Onglide, with or without speed bar, the rearrisers can also be used in combinationwith weight shift for an efficienttransition through sink. The speed bar

itself is smooth and efficient with a niceeasy bearing system. After one thirdtravel you’ll also be gliding down quitequick too, as you’d expect.

As a first EN B wing after graduating froman A, the Arcus RS should present noproblem whatsoever for the developingpilot. It isn’t too fast on the brakes nor toofrisky in its response to moving air.However it does tell a pilot what’s going on,which I think is very important. In termsof performance it will embarrass manyhigher-end Bs and annihilate all comers

with its sink rate. And RAST is no gimmick– it really does make a difference! Thereare plans for an upward trickle of thistechnology into Swing’s higher-end B andC wings in the new year, and rumours oftwo other big manufacturers incorporatingthe technology, as so many have donewith Ozone’s shark-nose. I for one can’twait to try this wing in proper XCconditions and to try Swing’s higher end Bin the spring …

For more detail on RAST there’s an extensivediscussion from Swing’s Michael Nesler at:http://technology.swing.de/?lang=en

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flight test: Swing Arcus RS Lite

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SpecificationModel XS S M L

No of cells 42 42 42 42

Span (projected, m) 9.1 9.7 10.0

Area (flat, m2) 24 24 30

Aspect ratio 5.25:1 5.25:1 5.25:1 5.25:1

Glider weight (kg) 3.4* 3.7* 4.1* 4.3*

All-up weight range (kg) 5 - 75 70 - 95 85 - 105 95 - 115

EN certification B B B B

LTF certification B B B

Guarantee 3 years/300 hours

Price £3,250 £3,250 £3,250 £3,250

*With lightweight riser-set

UK distributor V12 Outdoor, The OldBaptist Chapel, High Street, Llanberis LL554EN, tel 01286 871534, e-mail:shop@v12outdoor.com, websitewww.v12outdoor.com.

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