Let's take a closer look at current XC racing seats in several parts. In today's part 1, we will look at the general classification of flight seats, explain the main differences between classic seats and submarines, and try to think about who is suitable for which seat. In the next part, we will take a closer look at submarines themselves - their classification, changes over time, various accessories, and pilot feelings and reviews.

Prehistory

We will not discuss the very first paragliding seats here, that is material for a completely separate article, but at least a small mention for the youngest generation. The first flights were mostly carried out in mountaineering seats, which were not very comfortable and very soon the pilots started sewing more comfortable seats. Míra Peč from Liberec commented on this to us:. "We sewed the seats with both industrial machines and shoemaking machines from Kaiserslautern, but they were a little different from Western seats. We innovated them by sewing plywood into the seat. The advantage was that the pilot sat as if on a chair and when landing on his back, the plywood protected his back."

The first generation of seats in the 80s consisted mainly of a strip of fabric or a strap under the seat, they usually had no back, no support, let alone pockets. You definitely wouldn't find any spine protector in them. The steering was mainly about stability, comfort was not an issue at all.

Subsequently, during the 90s, mainly open seats were used, backrests were added, some models had thin foam protection, and Rifles, adjustable straps, chest strap. The seats began to be produced as stand-alone products, not just modified harnesses. Most of the seats were simple seat harnesses without aerodynamic elements, often without a cocoon or with minimal leg coverage. The seats had a speed, a back pocket, usually a side space for a container with a tab and also a protector. The seats in the photo had a not entirely optimal (often causing unpleasant injuries) Kevlar protector or a simple foam protector. These seats had so-called cross straps, i.e. front cross straps that prevented the seat from tipping sideways.

Transition to cocoon

Transition from classic seating paragliding seats on cocoon seats took place gradually, especially during the turn of the 90s and the beginning of LA 21st century (At the same time, open seats were also developed, which are still used, have their place and did not disappear with the emergence of cocoons - we will discuss open seats in LA 3rd part of the series). It was not a sudden change, but a development driven by the racing scene and increasing demands on aerodynamics, comfort and performance during flights.

History of the transition to cocoon seats:

• Late 90s: Racing pilots start using primitive versions of cocoons – e.g. simple cloth “footsocks” pulled over the legs to improve aerodynamics. Unfortunately, I haven’t found any well-documented photos of early, truly primitive cocoon seats from the 90sAt the time, these were often experimental solutions that were not widely recorded and have rarely been preserved in a publishable archive to this day. If you have a photo of such a cocoon seat, I would be happy to add it to the article.
• 2000–2005: Manufacturers are starting to offer integrated cocoon seats, which were more comfortable and aerodynamically optimized. Among the first brands to come up with this were Woody Valley, Advance, Kortel and more.

The first commercial cocoon seats:

• Cannot be determined with certainty single model, which was the very first, because different brands were experimenting at about the same time. Moreover, in paragliding, more than anywhere else, a simple search term applies, which one learns almost always and everywhere: "I was first!"   But seriously, between the first mass-produced cocoon seats were:
• Advance Impress (1st generation) – around the year 2003–2004, designed for racers, very innovative at the time.
• WoodyValley Race – one of the first fully integrated racing seats with a cocoon.
• The Cannibal Corpse – around 2006, later very popular among racing pilots.

What were the main reasons for switching to cocoon seats?

1. Aerodynamics – significantly reduce air resistance (up to 10–15%), which leads to better gliding.
2. Thermals and comfort – the cocoon keeps your feet warm during long flights.
3. Competitive advantage – in competitive flying, every percent of extra performance matters.

Flight and racing seats since 2014

Typical top seats from 2014–2020 included (and are often still flown):

• Gin Genie Race 2/3 and 4
• WoodyValley X-Rated 6 / XR7
• Skywalk Range X-Alps (light XC)
• Advance Impress 2/ 3 / 4
• Kortel Cannibal Race / Race II
• Ozone Exoceat

These seats usually have:

• An aerodynamic "cocoon" (footrest), but without an outer inflatable shell (the name envelope has taken hold).
• Back protection – inflatable, foam, coroyd
• A counter with devices.
• Aerocon – tail, pee, etc.
• Good comfort for long flights, but aerodynamic drag is higher than later submarines.
• Some of the seats have a board (Genie Race, Kortel Kanibal Race), some do not (Advance Impress/lightness), some seats can be purchased both with and without a board. We always find a board in racing seats.
• Space for 1-2 reserve parachutes, 3 only if the pilot adds one to the console, which fits almost every seat except submarines.
• Space for ballast.
• Possibility of easy installation of a defecation device.
• More different pockets and pockets.

 Who is which seat suitable for?

What does the name "submarine" mean in paragliding seats?

"Submarine" is a slang term for racing seat with external aerodynamic envelope , often inflatable, which significantly reduces air resistance with the aim of maximize gliding at high speed.

Main representatives:

• Ozone Submarine
• Gin Genie Race 5

Hints of the concept also in Niviuk Arrow Race, or the Skywalk or Woody Valley concepts

The development axis from racing seats to submarines

 Comparison: classic racing seats vs. submarines

 Major differences in feel and performance

• Performance benefit the submarine is especially at speed (50+ km/h).
  For example, during a competitive jump with active speed, a "submarine" can save 20–30 m of height every kilometer.
• Compared to older racing seats, the folded seat size is smaller.
• A disadvantage there is less direct contact with the wing in fine thermals – the tightness of the seat dampens feedback. In non-standard flight situations, the pilot's view may be obscured by an inflated aerocone, high temperature inside the seat during flight (the seat is pressurized and the climate is very uncomfortable, especially when the pilot is lower above the ground), impaired visibility – primarily below and behind the pilot.
• Takeoff and landing: Submarines can be uncomfortable when donning, inflating the envelope, and orienting yourself during landing. In older versions, the envelope needs to be manually closed after takeoff and opened before landing (i.e. in stressful moments - takeoff and landing - the need for a short interruption in piloting).
• Serviceability: Classic seats are easier to maintain, submarines require more care with valves, zippers, collar, but allow easy replacement of the envelope in case of damage.

Who can lose after switching to a submarine

• Pilots who don't fly at full speed – they will not take advantage.
• Those who prefer comfort and simplicity, e.g. during hike&fly or free XC.
• Racers on a budget – submarines are expensive (2500–3000 EUR).

When to choose a classic racing seat and when a submarine

Classic racing seat
→ Comfort, easy handling, strong passive protection, lower price.
Submarine
→ Racing, strong emphasis on performance in jumps, max. aerodynamics, min. drag.

In the next part, we will take a closer look at the changes in submarine development and provide information about submarines in general.

KH (Thanks to pilots LH, KH and OP for editing and supervision)