Airworthiness specifications for hang gliders and paragliders · 10/4/2003 · shocks. Tandem hang...

Airworthiness specifications for hang gliders and paragliders

Table of content 1 General .................................................................................................................................................................................1

1.1 Validity and definitions...................................................................................................................................................1 1.2 Design and construction specifications........................................................................................................................2 1.3 Structural strenght...........................................................................................................................................................3

2 Hang glider ...........................................................................................................................................................................3 2.1 Design and construction specifications........................................................................................................................3 2.2 Static longitudinal stability .............................................................................................................................................3 2.3 Sructural strenght ............................................................................................................................................................4 2.4 Handling characteristics .................................................................................................................................................4

3 Paraglider .............................................................................................................................................................................5 3.1 Design and construction specifications........................................................................................................................5 3.2 Structural strenght...........................................................................................................................................................6 3.3 Handling characteristics .................................................................................................................................................7

4 Hang glider and paraglider harnesses ..............................................................................................................................8 4.1 Design and construction specifications........................................................................................................................8 4.2 Structural strenght...........................................................................................................................................................8

5 Protection equipment for paragliders................................................................................................................................9 6 Hang glider and paraglider rescue systems ...................................................................................................................10

6.1 Design and construction specifications......................................................................................................................10 7 Winches for hang glider and paraglider .........................................................................................................................12

7.1 Design and construction specifications......................................................................................................................12 8 Labeling ..............................................................................................................................................................................14

8.1 Labels..............................................................................................................................................................................14 8.2 Instructions.....................................................................................................................................................................14

Appendix 1

Program for the execution of hang glider and paraglider test flights.

Appendix 2 Classification of hang gliders and paragliders Note: The terms brake lines/steering lines ; structural strength/tear strength/load capacity are used interchangeably

1 General

1.1 Validity and definitions

1.1.1 This airworthiness specifications are valid for a) Hang gliders with harnesses b) Paragliders with harnesses c) Hang glider and paraglider rescue systems d) Winches and winch releases for hang gliders and paragliders

1.1.2 Hang glider per definition of this airworthiness specification (AS) is the aircraft including the attachment loops without harness. The airworthiness specifications have to be valid with all approved harnesses for the according hang glider.

1.1.3 Paraglider per definition of this AS is the aircraft including steering/brake lines, risers and handgrips for the brake lines without harness, and on tandem/biplace paragliders, the connecting loop btw the risers and the attachment loops on the harness. If the harness is incorporated into the paraglider, the airworthiness specifications for harnesses apply. The airworthiness specifications have to be valid with all approved harnesses for the according paraglider.

1.1.4 Harness per definition of this AS is the complete harness system with connecting karabiner to the hang glider or the connecting karabiner to the risers of the paraglider.If rescue system containers are integrated in the harness, AS for rescue systems apply to all parts of the harness, that affect the function of the rescue system, without referring to a specific rescue system model.

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1.1.5 Rescue system per definition of this AS is the rescue parachute including connecting belt, inner container, connecting element to the harness and an outer container, with its mounting devices, that is seperated from the harness. Should there be an integrated outer container instead, it is regarded as a part of the harness. For all parts of the harness that affect the function of the rescue system, the AS as outlined in this paragraph apply accordingly.

1.1.6 Winches per definition of this AS are stationary and mobile winches, as well as static line winch systems for hang gliders and/or paragliders, including cutting device, towing rope,“reff rope“(a part of the towing rope, like a bungee rope, that keeps the towing rope away from the pilot upon release), drogue chute, shear link, spacer and fork lines, but without the winch release.

1.1.7 Winch release per definition of this AS is the connecting element btw harness and towing rope. The connection btw winch release and a towing ultra light airplane belongs to the airplane.

1.1.8 The AS are also valid for spare/replacement parts. If accessory parts can affect the safe operation of any equipment mentioned in above paragraphs, the AS applies accordingly for these parts.

1.1.9 The appendixes and explanations are parts of the AS and are interpretations, recommended procedures or additional information’s and are therefore fully valid.

1.1.10 The manufacturer has to do operational test trials and provide the necessary documentation for that, prior to present the according sample for airworthiness/type approval testing. Those test trials may only be executed with the approval of the certification authority. Details for test trials concerning pilots, equipment, procedures and documentation may be ordered by the certification authority, which can also demand a demonstration flight by the manufacturer if desired.

1.1.11 Additional documentation, specification procedures and trials might be required if new materials, new design features, new facts or other circumstances arise that may influence the safe operation. Results which cannot be gathered through trials for practical purposes, might be verified by other means of validation if the same degree of safety can be ensured. If safety is not affected some trials and documentations might not be required. If not specifically outlined in the AS, the certification authority sets the according parameters and procedures individually.

1.2 Design and construction specifications

1.2.1 Regardless of this AS, the sample has to be up to speed on technical standards.

1.2.2 Suitability and durability of all materials and their production process has to be validated through trials or existing experience. All materials have to be specified. The applied production processes have to result in durable strength of connections and the material itself. If production processes have to be carried out under steady supervision, they have to be performed according to certified production regulations.

1.2.3 All parts have to be properly protected against weakening factors, especially against corrosion, UV radiation, wear from bending and folding, mechanical wear and damage from transport, assembly and operation.

1.2.4 Incorrect assembly and dismantling has to be prevented by constructional design. The full functionality of every part has to be guaranteed also by the constructional design when the equipment is completely assembled.


1.2.5 Couplings, links, locks and other connecting elements have to be secured against inadvertent opening. Loaded lines need a minimum of 4inches of overlapping beyond knots with an additional safeguard.

1.2.6 All mandatory labels and markings have to be permanent and functional.

1.2.7 Adjustment features are only permissible if they are absolutely necessary. Exceeding of adjustment limits and inadvertent changes of adjustment has to be prevented by constructional design.

1.2.8 All parts have to be accessible for inspection.

1.2.9 Injuries for the operator and third parties through parts have to be avoided to a maximum extend.

1.2.10 The safe operation may not be affected by storage temperatures from –30°C to +70°C, operating temperatures from –30°C to +50°C and variations btw 25% and 100% relative humidity.

1.2.11 The structure of the frame has to be designed in order to avoid dangerous high tension areas.

1.2.12 The processing of all parts that are relevant for airworthiness has to be done in an appropriate, functional and durable manner. Seam ends have to be safeguarded properly. Sewing methods, stitch spacing and threads have to be chosen according to the fabric and expected loading.

1.3 Structural strength

1.3.1 The tear strength/load capacity has to be proved by test trials. The sample has to stand the test load without any structural damages of material and connections. No permanent deformations that could affect the safety are acceptable at 2/3 test load on individual parts.

2 Hang glider


2.1.1 There has to be a possibility to fit all hang gliders with wheels to compensate for landing shocks. Tandem hang glider have to be permanently equiped with wheels.

2.1.2 Line couplings have to be designed in order to avoid a loose connection without locking.

2.1.3 The distance btw the attachment point on the hang loop and the control bar has to be 120cm (4 ft ). The certification authority may allow exceptions if applicable. A second independent backup attachment possibility has to be provided (double attachment). Both attachment/hang points have to withstand a minimum of 13000 N load bearing each without breaking.

2.1.4 The pilot must be able to trim the hang glider at all allowable gross weights to an optimum compromise btw minimum altitude loss and best glide distance (optimum glide speed).

2.2 Static longitudinal stability

2.2.1 The pitch momentum of a hang glider has to guarantee static longitudinal stability with sufficient safety margin at speeds up to 10km/h (5.4 knots) above Vmax. Maximum allowable speed (Vmax) for a hang glider is 90km/h (49knots), there may be exceptions by the certification authority if safety is not affected.


2.2.2 The pitch momentum of a hang glider has to guarantee static longitudinal stability with sufficient safety margin at any flyable speed, regardless of the Vmax.

Notes:

Besides other procedures, the static longitudinal stability has to be measured by lift, drag and pitch momentum components.

Following measurement and evaluation procedures are suitable:

The glider will be examined using a special test vehicle at speeds of 40km/, 60km/h, 80km/h and 100km/h (22, 32, 43 and 53knots).The maximum test speed can be reduced for gliders with a low Vmax. Desired outcome is to find out the angle of attack (AoA) at each above mentioned speed that result in –0.5g to +1g range at medium takeoff weight (middle btw min and max t/o weight). The readings of all 3 components for each speed have to be determined. The pitch momentum has to be related to the common center of gravity (CG) btw glider and pilot, regarding the pilots mass at his attachment/hang point.

Static longitudinal stability with sufficient safety margin is given if at any test speed

a) the pitch momentum btw zero lift and a negative lift of -0.5g does not become negative

b) btw the AoA of zero lift and an AoA, corresponding to the medium value btw the AoA of zero lift and the AoA of stable level flight (total aerodynamic forces=medium takeoff weight) at the applicable test speed(named as „medium value“ for further purposes) no momentum occurs that is smaller than a line, which reaches at zero lift AOA following limits

- at 40 km/h 50 Nm,

- at 60 km/h 100 Nm,

- at 80 km/h 150 Nm and

- at 100 km/h 200 Nm

and goes to 0 at the point of the medium value.

c) and btw the zero lift AoA and the medium value no positive gradient of the momentum curve (dM/dalfa>0) occurs. Such a positive gradient is only permissible if at any point of the positive gradient the necessary values of the zero momentum according to point b) will be reached.

If the maximum test speed should be reduced due to a gliders low Vmax, the results according to point a) to c) have to be reached up to the newly determined maximum test speed. Limits for intermediate values have to be found out through linear interpolation ( example: limit at 60km/h is 100Mn, limit 80km/h is 150Nm, Vmax is 70km/h, limit for 70km/h = (100+150) / 2 = 125Nm). The official Vmax is in any case still not higher than 10km/h less than the maximum flight tested speed.


2.3.1 The hang glider has to withstand following load factors without any structural damages to the material or connections:

a) positive test load: +6g`s b) negative test load: -3g`s Notes:

The load capacity test has to be performed as a simulation of the load factors occurring in flight.

The given mass is the maximum takeoff mass minus half of the gliders mass.

For special cases a static test (sandbag test) can be performed. An elliptic weight loading pattern for positive loads and a rectangular weight loading pattern for negative loads towards the wingtips has to be applied. Towards the chord, the center of the applied load has to be at minimum 35% of chord line no matter if positive or negative loading.

2.4 Handling characteristics


2.4.1 The pilot must be able to perform a normal running takeoff without any further assistance and control the hang glider during all other authorized ways of takeoff without any extraordinary effort and skills. Tendencies for departing or oscillations that may only be solved with extraordinary effort or skills during towing are not acceptable as well.

2.4.2 The pilot must be able to perform a normal landing on his feet without any extraordinary effort and skills. The glider has to be controllable without any major tendency for sliding and pitching motions. The application of landing support means or the change of the pilots position to prepare for landing may neither cause an extraordinary change in steering forces nor influence the steerability of the glider in a negative way.

2.4.3 The hang glider has to be flyable under all approved conditions in all certified configurations over the complete speed range. The pilot must be able to execute all regular maneuvers without any extraordinary effort and skills. Flexible parts may not extensively vibrate or oscillate, fixed parts may not vibrate or oscillate at all. Shaking of the hang glider is only acceptable as a means of stall warning. No unexpected sudden wing deformations with aerodynamic consequences (wing rocks), ambiguous flight characteristics or adverse yaw, may occur over the complete speed range.

2.4.4 The hang glider has to maintain its trim speed during straight and level flight. Every significant change in speed has to change steering forces accordingly. Vice versa the airspeed has to change relative to an according steering input. Steering forces during a turn may neither in flight direction nor sideways increase to a level that the pilot has to apply extraordinary effort or skills to maintain control. During a turn it is not permissible that the glider takes on a certain angle of bank (AoB) that it takes extraordinary effort or skills of the pilot to return to level flight. All oscillations that can not be solved without extraordinary effort or skills by the pilot, have to be dampened over the complete speed range. Tendency to spin is not permissible. The hang glider has to return to normal flight conditions after a stall without any extraordinary effort or skill by the pilot.

2.4.5 The pilot must be able to maintain a constant speed without extraordinary effort or skills over the complete speed range. Reversing a turn may not demand any extraordinary effort or skills from the pilot.

2.4.6 Flight characteristics have to be tested during actual test flights. Necessary pilot abilities / skills for a certain hang glider have to be determined during those test flights (see appendix I 1). The tested hang glider types have to be rated according to these abilities / skills by the certifying authority (see appendix II 1). The test flights have to be documented according to a test flight record, written by the certification authority.

2.4.7 The test flights have to be performed by qualified independent pilots. Those pilots may not be involved in development, production or sales of hang gliders or paragliders falling under the regulations of the certifying authorities.

3 Paraglider


3.1.1 Full flying and steering ability has to be ensured in connection with a standard harness according to paragraph 4. Deviating designs are only permissible with an accompanying harness. According notes have to be written onto the paraglider and in the operating manual.

3.1.2 Parts that encourage an unsolvable entangling of lines are not acceptable.


3.1.3 The paraglider has to remain flyable in case of a steering line rupture. Support and brake lines have to have sufficient tear strength. Steering lines have to be distinguishable from support lines by permanent color markings.

3.1.4 The handgrips have to be easily reachable during the whole flight. The position of the handgrips has to be adjustable by steering line length for different pilot sizes. The adjustment range has to be marked on the steering lines.

3.1.5 The attachment loops for the risers (riser rings) have to be permanently closed.

3.1.6 Immediate pressure compensation within the canopy has to be ensured at all times.

3.1.7 If the paraglider is approved for winching operations it has to be equipped with a suitable and strong enough connection for the attachment of the winch release. The operations manual must include a complete description of the correct usage. A mix up with the main attachment points btw harness and glider has to be most remote by design/construction. Note:

Sufficient structural strength is given if every attachment point/device sustains at least 3000 N applied force over a 10 sec period.


3.2.1 The paraglider has to sustain 6000 N of violent applied force/load (shock load) over all lines, 9000 N for biplace/tandem paragliders, at 100km/h test speed, without any damages of the structure or connections (shock test procedure).

3.2.2 The paraglider has to sustain a test load of +8g´s at maximum takeoff weight, or a minimum of 8000 N for single seaters or 12000 N for tandem, whichever is higher.

3.2.3 Every connection btw riser and harness of a tandem paraglider has to have sufficient structural strength. Sufficient structural strength is given if every single connecting part sustains +9g´s at maximum takeoff weight, or a minimum of 13500 N, whichever is higher, over a 10 sec period.

Notes:

Following procedure is suitable for testing support and brake lines:

a) The material has to be tested in its final stage of processing by artificial ageing, which is done by bending it 5000 times at critical points. The radius of the bending has to be +/- 0.2mm of the line diameter. Thereafter a tear strength test has to be performed.

b) The sum of the strength of all A- and B- main support lines has to withstand +8g´s or minimum of 8000 N, 12000 N for tandem paragliders, whichever is higher, after the bending tests.

c) The sum of the strenght of all other main support lines has to withstand +6g´s or a minimum of 6000 N, 8000 N for tandem paragliders.

d) All line sections above the main (=principal) lines have to sum up to the same strength as the corresponding main lines.

e) The strength of the main brake line (including PALSTEK knot) has to be 750 N minimum.

The strength test/load capacity test has to be performed as a simulation of the load factors occurring in flight.

Should there be paragliders of the same type, multiple tests can be avoided if the testing of one sample ensures an equal amount of airworthiness. Several criteria have to be obeyed:


a) The change of size has to be achieved by a change in scale or by installing or removing of cells in the middle of the canopy.

b) The processing and the configuration of the lines has to be identical. Changes of line length up to the enlargement- or reducement- factor of the canopy span are acceptable. Installed or removed cells have to be identical to their adjacent cells.

c) If changes of size according to scale have been performed, 20% have to be deducted when calculating the load capacities/structural strength values from the initial numbers of the live tested sample.

d) If cells have been added or removed the load capacities/structural strength values have to be increased/decreased proportionally to the number of added/removed cells and thereafter additional 20% from the determined value.

e) After deducting above mentioned 20% values the minimum load capacity/structural strength of 6000 N is still valid.

f) The tested sample has to sustain a minimum of 7500 N during shock testing.

3.3 Handling characteristics

3.3.1 The pilot must be able to perform a normal running takeoff without any further assistance and control the paraglider during all other authorized ways of takeoff without any extraordinary effort and skills. Tendency to enter a deep stall that can only be solved with extraordinary effort or skills by the pilot, while towing the paraglider is not acceptable.

3.3.2 The pilot must be able to perform a normal landing on his feet without any extraordinary effort or skills.

3.3.3 The paraglider has to be flyable under all approved conditions and in all certified configurations over the complete speed range. The pilot must be able to execute all regular maneuvers without any extraordinary effort and skills.

3.3.4 The paraglider has to remain in straight and level flight at trim speed. The pilot must be able to maintain this speed over the complete allowable speed range , and the paraglider has to return to normal flight after an increase of AoA without any extraordinary effort and skills. Undampened oscillations are not permissible during any maneuver. The minimum trim speed at minimum takeoff weight is 30km/h.

3.3.5 The pilot must be able to reverse turns without any extraordinary effort or skills. Speed and bank angle have to change according to steering inputs in an appropriate manner and magnitude.

3.3.6 A stall approach has to be clearly noticeable. The pilot must be able to terminate a stable deep stall without any extraordinary effort and skill and without initiating a turn. The paraglider has to terminate the deep stall after releasing the steering/brake lines all by itself without any extraordinary effort or skills by the pilot. The paraglider has to come out of a spin after releasing the steering/brake lines on its own.

3.3.7 Following points have to be given with any kind of collapse a) no unrecoverable flight condition may be caused by a collapse, b) the pilot must be able to maintain straight forward flight with the help of the brake lines even during a collapse c) the collapse will be terminated without any pilot assistance or just by pulling on the appropriate brake line.

3.3.8 Increasing descent rate in a controllable manner that can be terminated at any time has to be possible.

3.3.9 The handling characteristics have to be tested in flight. Necessary pilot abilities / skills for a certain pararglider have to be determined during those test flights (see appendix I 2). The tested paraglider types have to be rated according to these abilities / skills by the certifying authority (see appendix II 2).


3.3.10 The test flights have to be performed by qualified independent pilots. Those pilots may not be involved in development, production or sales of paragliders or hang gliders falling under the regulations of the certifying authority.

3.3.11 Two different test pilots have to perform a complete test program each, one with the manufacturer recommended minimum and the other with the manufacturer recommended maximum gross weight. The maximum recommended gross weight may not exceed the maximum flight tested gross weight for the structural strength/load tests according 3.2. Should there be a case where the recommended minimum gross weight is below 65kg and the certification authority cannot provide a light enough test pilot, the tests will be performed with the minimum possible gross weight that can be provided by the certification authority. The manufacturer has to demonstrate an additional test program with the recommended minimum gross weight. This program has to be demonstrated to a test pilot from the certification authority and it has to be documented on video.

4 Hang glider and paraglider harnesses


4.1.1 If seat boards are used, special protecting of belts, loops, lines etc, against mechanical damage by the board has to be ensured. The structural strength of the harness has to be still given if a failure of the seat board should occur.

4.1.2 Standard harnesses for paragliders have to be equipped with an attachment point on each side (left and right) for the paraglider risers or for the the connecting devices of tandem/biplace paragliders.Those attachment points have to be btw 35 and 65cm (1-2ft) above the seat board in flight and they have to be horizontally seperated from each other btw 25 and 55cm. They have to be clearly marked with a different color and show the maximum allowable load in daN clearly. Different designs are only approved in connection with an according paraglider.

4.1.3 The harness has to transfer the occurring loads in a most favorable way onto the body of the pilot.

4.1.4 The pilot must be able to get out of the harness in a safe and quick way on the ground or in the water.

4.1.5 The pilot may not be hampered during takeoff, landing or in flight by the harness in a way that requires any extraordinary effort or skills by the pilot to handle the according phase of flight.

4.1.6 It has to be impossible for the pilot to fall out of the harness in any position.

4.1.7 Rescue system and rescue system connection have to be attachable in a way that does not influence the safe and proper operation of paraglider, harness or rescue system. These attachment points have to be clearly marked with a different color and show the maximum allowable load in daN.

4.1.8 The harness has to be suitable for all kinds of winching operations. Exceptions can be approved by the certifying authority. The hang glider harness has to be equipped with appropriate attachment points for a winching release. These attachment points have to be clearly marked with a different color and show the maximum allowable load in daN clearly. A proper attached winching release may not influence the operation of the rescue system at all.

4.1.9 If the harness is equipped with an integrated rescue system container and the rescue system is deployed by hand, the handgrip of the outer container has to be connected to the inner container with a removable loop in a way that it is possible to use the harness with different types of inner containers. The harness has to be tested together with a rescue system if this rescue system is not deployable by hand. The pilot has to be in an almost upright position if the rescue system is deployed.



4.2.1 The harness has to have sufficient structural strength in all kinds of operations and configurations. Notes:

Sufficient structural strength is given if the harness sustains following loads over a 10 sec period

a) +9g´s at maximum pilot mass, or minimum 9000 N (whichever is higher) in normal attitude at the attachment points

b) +6g´s at maximum pilots mass, or minimum 6000 N (whichever is higher) in landing attitude at the attachment points

c) +6g´s at maximum pilots mass, or minimum 6000 N (whichever is higher) in overhead attitude at the attachment points

d) +3g´s at maximum pilots mass, or minimum 3000 N (whichever is higher) in direction of the towing cable at the winch release attachment points.

All loads according a) – c) have to be tested on the rescue system connection loop attachment points and other points that could mislead to an incorrect attachment.

The prove of sufficient structural strength can also be done according to „European Standard EN 1651 September 1999“.

5 Protection equipment for paragliders

5.1.1 Paraglider harnesses have to be equipped with a protection device that dampens shocks on the spine during a hard landing (harness protector). Notes:

The dampening characteristics have to be proven by shock/impact tests. The following procedure ist suitable for those tests:

The impact will be simulated by the free fall of a test harness with a specified dummy load from an exactly specified height. The linear g-load (1g = 9,81m/s2) upon impact on a hard flat surface will be measured and recorded. The specified height is the shortest direction btw the determined impact point and the protector/harness. The dummy will have the same attitude/position like a pilot in flight.

The g-load upon impact may not exceed +20g´s at 1.5m height. The maximum apparent value will be recorded. Additional tests with increasing heights that lead to a value greater than +20g´s will be performed if less than +20g´s during a certain test should be encountered. The largest height with a g-value of less than +20g´s will be recorded.

Protectors that are working with ram air as filament for shock protection (ram air protector) will be inflated with pressure equaling an airspeed of 7m/s in straight and level flight prior initiating the impact test. The inflation has to be stopped at least minimum 5sec prior initiation.

Two impact tests, one with a harness temperature of –10°C to –5°C and the other with +20°C to +25°C have to be performed if a major influence of temperature on the protector is possible.

The test harness will be used exclusively for the impact test. The test harness is built in a way to minimize its influence on the dampening characteristics of the protector and it has not to be accounted for in the test result. Special emphasis has to be given to the protector compartment, the opening has to be big enough to ensure a quick air pressure relive upon impact.


The dummy simulates the pelvis, adjourning thighs and back of a pilot, sitting in the harness. Dimensional parameters are as shown in the figure below. The overall mass is 50kg (without harness).

Fig.: sketch of a dummy load

5.1.2 The combination of harness, protector and rescue system may not lead to any circumstances that result in a degraded safety when operating the paraglider. The protector has to be installed into the harness in a way that does not degrade the tested dampening values.

5.1.3 The size of the protector has to ensure sufficient safety for the pilot from the leading edge of the seat area up to the shoulder line (neck) over the whole body width. Fixed parts on the harness or protector are only permitted if no injuries of the back or neck area are impossible by these parts. Design and material of the protector have to guarantee to a great extend that no bending or punctual stress in the back or neck area occurs when it is deformed.

5.1.4 The protection may not depend on a manual activation prior impact. Systems that depend on pilots or third party activation, maintenance or where the pilot has to fill up the protector himself are only permitted if these measures can be performed by the pilot himself. An according note has to be permanently placed on the harness.

5.1.5 The design and material of the protector has to ensure no major changes in dampening characteristics of the protector over the lifespan of the harness under normal use. A deformation or the destruction of the protector on impact is permissible if the deformation or destruction is easily noticeable by the pilot and an according note with the required measures after a hard landing is permanently placed on the harness.

6 Hang glider and paraglider rescue systems


6.1.1 The safe rescue of the pilot without injuries in all emergencies, even if the glider is not cut off, has to be ensured by the rescue system.

6.1.2 The system has to be fully operational/functional over the whole range if there are any adjustment possibilities.

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6.1.3 The rescue system has to be fully operational with one line broken. The lines have to be bundled at the connecting parts.

6.1.4 The connecting belt has to have a load capacity of minimum 24000 N. The exposed part of the connecting belt has to be protected against environmental factors.

6.1.5 The deployment of the rescue system has to be ensured under all circumstances, especially with a damaged glider, under uncontrolled flight or when the connection btw harness and glider should fail. The operation may not be influenced by any kind of packing procedures, pressure applied from packing, locking system or any other factors. The pilot has to be able to deploy the rescue chute with a single pull out of the outer container, single handed in an anatomically favorable direction. This applies accordingly if the deployment is achieved with the help of any technical device. The action of pulling out the packed chute from the container by hand has to lead directly to a controlled deployment of the rescue system without any changes in direction/plane of motion and without any extraordinary effort and skills required. Inadvertent deployment in flight has to be fairly remote. The certifying authority may demand a backup hand deployment option, in case of failure, if deployment is achieved by a technical device. Notes:

Single hand deployment is given if the necessary force does not exceed 70 N.

Inadvertent deployment is regarded as impossible if for example a shear link is installed that withstands a minimum load of 20 N.

6.1.6 The opening of the chute has to be assured at any approved amount of “packing pressure” or packing configuration. The opening has to be also assured regardless of the pilots descent rate and his throwing technique if it happens outside the pilots reach.

6.1.7 The outer container has to have suitable attachment devices to achieve a correct installation to the harness.

6.1.8 The handgrip of the outer container has to be connected to the inner container with a removable loop in a way that it is possible to use the inner container with different types of outer containers. Exceptions may be approved by the certification authority. The connection btw handgrip and inner container has to have sufficient load capacity/structural strength in any situation that may arise during normal operation. Note:

Sufficient load capacity/structural strength is given if the connection btw handgrip and inner container withstands a minimum of 700 N over a 10 sec period.

6.1.9 Hang gliders have to have an additional connecting element btw harness and rescue system. The design has to ensure an additional, from the main attachment independent, connection with sufficient load capacity/structural strength. Note:

Sufficient load capacity/structural strength is given at 24000 N.

6.1.10 The pilot may not suffer any major injuries upon touchdown. Notes:

Usually major injuries do not occur at descent rates of less than 7 m/s.

Instead of testing the descent rate at a given load, the according values can also be found by determining the load at a given descent rate with the help of a test vehicle.

6.1.11 The rescue system has to fulfill its purpose even at relatively low altitudes.

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Note:

Low altitude capabilities are given if the initial opening shock of the chute occurs at 30m to 60m deployment altitude at zero speed deployment with freefall afterwards at 70kg load according to design and development stage.

6.1.12 The rescue system has to be aerodynamically stable and should not tend to excessive oscillations.

6.1.13 Parts with a dampening influence of the opening shock are permissible if a damage of these parts as a result of the dampening function is clearly visible to the pilot as a permanent damage.

6.1.14 The rescue system has to withstand a possible shock load of the maximum load capacity, or at least 100kg for paraglider and 120kg for hang glider rescue systems, upon opening. Dampening devices may be changed in btw different tests. Delay devices for the opening are permissible only if their delay timing is not adjustable. Note:

A suitable procedure is a series of three test deployments on the same test sample out of an altitude of 85 m above the ground.

6.1.15 A freefall has to be impossible in any phase of the emergency descent if the rescue system is equipped with a cut-off function of the glider.

6.1.16 Rescue systems with forward velocity have to be steer able and their flight characteristics, regarding their special use, have to be similar to a paraglider. They have to fly safely without any inputs by the operator. The certifying authority may set the limits for speed and glide ratio.

6.1.17 The rescue system has to be compatible with any harness. The certifying authority may limit the operation of the rescue system to certain harnesses for safety reasons. Special notes have to be placed on the rescue system and in the operation manual.

6.1.18 A single person without any assistance, special qualifications, extraordinary skills or special tools has to be able to pack it only using the according packing instructions. A packing record list has to be delivered to the customer with every rescue system.

Note:

The according test results / documentations for paragraph 6.1 may also be achieved complying to ”European Standard EN 12491 February 2001”.

7 Winches for hang gliders and paragliders


7.1.1 A safe towing of the glider has to be assured any time and during any approved mode of operation of the winch.

7.1.2 The winch has to withstand the maximum expected loads and stresses during towing without any influence on the operational safety. The cable/rope routing system (reel-system) has to be designed and proportioned to avoid excessive wear of the towing rope/towline. The complete rope with all parts and attachments including connections and repaired portions have to withstand a minimum load of 3000 N, towing in excess of 1000 N tension, 4000 N. The certifying authority may accept exceptions, insist on shear links and set the limits.

7.1.3 Static systems need a safe stand. Sufficient grounding is mandatory due to the possibility of electromagnetic charge of the rope during towing. Mobile winches and static line systems have to be safely attached to the towing vehicle.

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7.1.4 The winch operator has to be protected against injuries from ruptured ropes by an according safety device that may not hamper his vision. The exhaust gases have to be routed in a way that they don’t influence or endanger the winch operator. A safe seat for the operator has to be provided on mobile systems. Tail gates or similar vehicle parts have to be secured accordingly.

7.1.5 The shear link has to be designed to prevent injuries for the pilot if it brakes or a rope rupture occurs. Spacer and fork lines have to be designed to prevent the shear link from shooting back towards the pilot.

7.1.6 Noise and exhaust reduction systems have to be up to the standards and minimize the enviromental effects to a maximum extent. Combustion engines and hydraulic units have to be equipped with an oil retaining sump.

7.1.7 All actuating and control equipment that is necessary for a safe operation of the winch has to be within the reach and view of the winch operator. The operation may only be possible with a fully functioning cut-off device. Following order of placement is mandatory for all stationary winches:

a) Gear and cut-off handle: combined in the center to slightly left; push forward to cut off, pull back for towing b) Tension adjustment lever: left outboard c) Brake lever: right outboard d) Clutch pedal/switch: center e) Tensiometer: in the field of view into direction of the towed glider

7.1.8 The winch operator has to be able to terminate the towing at any time, reel off the drum (brake drum) and cut off the rope. The certifying authority may accept exceptions.

7.1.9 The rope may be reeled off and on without any trouble. The resistance has to be minimum 20 N and maximum 50 N. The rope routing system has to ensure a reeling of the rope at angles up to 90° from the longitudinal axis of the winch. The effective diameter of the main support reels has to be at least 100mm. If a proper reeling of the rope is not ensured, a special reeling/routing device has to be added. It can be manually or automatically actuated. The certifying authority may accept exceptions and set the limits.

7.1.10 Towing speed has to be adjustable according to the glider. The operator must be able to change the tension from 200 N to the upper limit smoothly and without any jerks and jolts. Upper limit for tension is minimum 800 N and maximum 1300 N. From 800 N upwards it has to be directly adjustable with an automatic constant speed function. When exceeding the maximum tension, the drum has to release the rope automatically by reversing its turn direction. During reverse of turn direction an exceeding of the maximum tension of 200 N is momentarily acceptable. The tension applied to the glider has to be indicated to the winch operator. The certifying authority may accept exceptions and set the limits.

7.1.11 The brake system must be able to stop the drum at any moment. The brake may not completely lock up. If the pulling force is regulated by the brake, it may not differ from the adjusted/dialed in value by more than 100 N. Winches used for the step tow method need an automatic brake system that may not lead to excessive rope/line wear and can be released by the winch operator at any time. Applied force to release the brake may not exceed 50 N. The certifying authority may accept exceptions and set the limits.

7.1.12 The winch operator must be able to cut the rope at its thickest portion without any extraordinary effort by the use of the cut-off device that is actuated by two independent systems. The backup system is not required if the tension is automatically cancelled upon a cut-off attempt.

7.1.13 The winch has to be equipped with an orange rotating beacon light.

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8 Labeling

8.1 Labels a) Following details have to be placed permanently, clearly visible and in German language as a minimum on all tested

and certified equipment:

8.1.1 On all equipment a) Kind of equipment b) Type of equipment c) Name and address of the certifying authority d) Name and edition of the applied airworthiness specification (Standard if appl.) e) Name of the test type procedure f) Name of the manufacturer g) Serial number of the equipment h) Production date (year and month) i) Date of the type test with manufacturer signature j) Service intervals k) Following inscription:” this model has been tested according to the applying rules and regulations, it corresponds with

the tested sample and is airworthy” l) Following warning: “read the operating manual before using this equipment”

8.1.2 Additionally on all hang gliders a) Number of seats b) Rating of the glider for required pilot skills c) Minimum and maximum takeoff weight in kg d) Overall weight of the glider (approx.) e) Projected wing area (approx.) f) Maximum allowable speed (V Max)

8.1.3 Additionally on paragliders a) Number of seats b) Rating of the glider for required pilot skills c) Minimum and maximum takeoff weight in kg d) Overall weight of the paraglider (chute, lines, risers) in kg (approx.) e) Projected wing area (approx.) f) Number of risers g) Speed system (yes/no) h) Trim system (yes/no)

8.1.4 Additionally on harnesses a) Maximum load capacity in kg b) Integrated rescue system container (yes/no) c) On removable paraglider protectors: name of manufacturer and certifying authority, serial number and number of type

test

8.1.5 Additionally on rescue systems a) Maximum load capacity in kg b) Overall surface area (approx.) c) Design type (i.e. umbrella or mattress shaped, centerline...)

8.1.6 Additionally on winches a) Maximum tension in kg b) Approved types of aircraft (hang glider, paraglider, glider plane) c) Step tow suited/approved (yes/no)

8.1.7 Additionally on winch releases a) Approved types of aircraft (hang glider, paraglider, glider plane) b) Ultra light towing (yes/no) c) Step tow suited/approved (yes/no)

8.2 Instructions a) The manufacturer instructions for the owner/operator have to contain all essential instructions for a safe operation in

German language, especially:

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8.2.1 For all equipment a) Edition and date of the operation manual in the cover b) Purpose of usage c) Short technical description and a labeled sketch especially for all parts, important for the operation d) Limits of all adjustment ranges with principle of function and effects e) Type related procedures for single seat, tandem and winching operations f) Emergency procedures and special flight conditions g) Special interest items (i.e. introduction) h) Mandatory illustrated and written information for operation, assembly, dismantling i) List of all mandatory checks for assembly and operation (checklist) j) Important information for care and storage k) For maintenance lifecycle and changing intervals of parts frequency, extent and kind of maintenance work instructions for repair procedures parts list recommendations for cleaning and care l) Operating limits m) Specifications (data list) o) Enviromental behavior p) Recycling instructions

8.2.2 Additionally for hang gliders a) Rating of the glider for required pilot skills b) Complete batten template over the whole wingspan

8.2.3 Additionally for paragliders a) Rating of the glider for required pilot skills b) Emergency procedures, especially rapid descent, exiting of a collapse and terminating of a deep stall c) Description of the connection btw the risers and the harnesses of a biplace/tandem paraglider

8.2.4 Additionally for harnesses a) Connection to the rescue system b) Reference to the integrated outer container or accordingly instructions for the installation of a rescue system outer

container c) Information of the compatibility btw harness and rescue system, especially assembly, function and check items for the

rescue system - harness combination and rescue system activation mechanism d) Check up regulations, procedures and documentation for the rescue system - harness combination e) Attachment of winch releases and other equipment necessary for winching operations f) Instructions for harness protector installation, function and checks and a separate operation manual if the protector

can be used with different types of parargliders

8.2.5 Additionally for rescue systems a) Connection with the harness b) Information about the accompanying inner container c) Information of the compatibility btw rescue system and harness, especially assembly, function and check items for the

rescue system - harness combination and rescue system activation mechanism d) Check up regulations, procedures and documentation for the rescue system - harness combination e) Information about operational checks of the rescue system after installation of a harness protector f) Special items for winching operation

8.2.6 Additionally for winches a) Information about the winching rope/line

Appendix 1 to airworthiness specifications for hang gliders and paragliders Table of content 1 Testflight program for hang glider type certification ................................................................................................................2

1.1 General.............................................................................................................................................................................2 1.1.1 Assembly...............................................................................................................................................................2 1.1.2 Ground handling....................................................................................................................................................2 1.1.3 Takeoff phase........................................................................................................................................................2 1.1.4 Speeds at straight and level flight .........................................................................................................................2 1.1.5 Controlbar forces at straight and level flight ..........................................................................................................2 1.1.6 Handling in turns ...................................................................................................................................................2 1.1.7 Directional stability (yaw).......................................................................................................................................2 1.1.8 Stalls......................................................................................................................................................................2 1.1.9 Other tested flight conditions.................................................................................................................................3 1.1.10 Landing .............................................................................................................................................................3

1.2 Rating diagram.................................................................................................................................................................3 1.2.1 Assembly...............................................................................................................................................................3 1.2.2 Ground handling....................................................................................................................................................3 1.2.3 Takeoff phase........................................................................................................................................................3 1.2.4 Speeds at straight and level flight .........................................................................................................................3 1.2.5 Controlbar forces at straight and level flight ..........................................................................................................4 1.2.6 Handling in turns ...................................................................................................................................................4 1.2.7 Directional stability ................................................................................................................................................4 1.2.8 Stalls......................................................................................................................................................................4 1.2.9 Landing..................................................................................................................................................................6 1.2.10 Special interest items........................................................................................................................................6

2 Testflight program for paraglider type certification .................................................................................................................6 2.1 General.............................................................................................................................................................................6

2.1.1 Speed systems......................................................................................................................................................6 2.1.2 Manufacturer video................................................................................................................................................6 2.1.3 Brake line adjustment ............................................................................................................................................7 2.1.4 Weight limitations and harness limits ....................................................................................................................7 2.1.5 Demonstration flight...............................................................................................................................................7 2.1.6 Cascade effect.......................................................................................................................................................7 2.1.7 Folding lines ..........................................................................................................................................................7 2.1.8 Overrotation...........................................................................................................................................................7

2.2 Execution of flight maneuvers during a test flight program ..............................................................................................7 2.2.1 Takeoff...................................................................................................................................................................7 2.2.2 Straight and level flight ..........................................................................................................................................8 2.2.3 Handling in turns ...................................................................................................................................................8 2.2.4 Symmetric stall ......................................................................................................................................................8 2.2.5 Frontal collapse .....................................................................................................................................................8 2.2.6 Asymmetric collapse .............................................................................................................................................8 2.2.7 Asymmetric collapse and counter turn ..................................................................................................................9 2.2.8 Fullstall with symmetric termination.......................................................................................................................9 2.2.9 Big ears .................................................................................................................................................................9 2.2.10 Spin entry from trimspeed.................................................................................................................................9 2.2.11 Spin entry out of a steady turn ..........................................................................................................................9 2.2.12 Diving spiral ......................................................................................................................................................9 2.2.13 B-stall ..............................................................................................................................................................10 2.2.14 Landing ...........................................................................................................................................................10

2.3 Rating diagram...............................................................................................................................................................10 2.3.1 Takeoff.................................................................................................................................................................10 2.3.2 Straight and level flight ........................................................................................................................................10 2.3.3 Handling in turns..................................................................................................................................................10 2.3.4 Symmetric stall by braking ..................................................................................................................................11 2.3.5 Front collapse.....................................................................................................................................................11 2.3.6 Asymmetric collapse............................................................................................................................................12 2.3.7 Asymmetric collapse and counter turn ................................................................................................................13 2.3.8 Fullstall symmetric termination ............................................................................................................................14 2.3.9 Big ears ...............................................................................................................................................................14 2.3.10 Spin entry from trimspeed...............................................................................................................................14 2.3.11 Spin entry out of a steady turn ........................................................................................................................14 2.3.12 Steilspirale ......................................................................................................................................................15 2.3.13 B-stall ..............................................................................................................................................................15 2.3.14 Landing ...........................................................................................................................................................16

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1 Test flight program for hang glider type certification

1.1 General The hang glider will be tested in all upper limits of possibly existing trim systems (i.e. variable geometry). The pilot attachment point should be in a center position.

1.1.1 Assembly Every pilot has to be able to assemble the glider with the help of the operation manual. Special interest items and the possibility of false assembly need to be written down. The manufacturer has to give hints in the operation manual about wheel attachment and required parts (i.e. excenter- hub) if it is not possible to do it with available after market parts.

1.1.2 Ground handling Static weight at optimum AoA for takeoff run (weight of the glider on the pilots shoulders at takeoff run). Travel/flexibility of the looping/rigging tension in centimetres.

1.1.3 Takeoff phase Aerodynamic behaviour with unloaded attachment point (does the glider tend to over rotate or pitch down upon takeoff) will be tested during takeoff. The glider can also be accelerated on a level surface without an attached/hooked up pilot in a usual takeoff position. Special interest item: trim position at takeoff and other peculiarities will be documented.

1.1.4 Speeds at straight and level flight Speeds will be measured with regular/usual airspeed indicators.

1.1.5 Control bar forces at straight and level flight Forward tendency of the control bar means that the glider wants to pitch up. backward tendency of the control bar means that the glider wants to pitch down.

1.1.6 Handling in turns The complete handling will be evaluated in the remark section (i.e. nervous, coordination, direct or sluggish, etc)

1.1.7 Directional stability (yaw) Directional stability will be measured over the complete speed range. The test pilot has to force the glider into PIO´s (pilot induced oscillations) if required.

1.1.8 Stalls Type of entry: Straight and level slow flight: The control bar will be pushed forward and kept there. Straight and level whip-stall: The control bar will be pushed forward modestly at slightly increased speed. Those two variants will also be tested in turns with different AoB´s. Intentional spin: The test pilot tries to enter a spin, for example with a stall in a turn where he shifts his weight to the outside of the turn. It is possible to „over test“ a glider during the tests in this paragraph (8). No hard rules can be established for these manoeuvre for that reason, which means that is the pilots judgement where he sets his limits.


1.1.9 Other tested flight conditions It is the DHV test pilot judgement to test other flight conditions like slip, skid, wet wings, winching suitability or dynamic flight conditions..

1.1.10 Landing Information about landing characteristics is limited due to the fact that usually not enough landings are performed during the test flights.

1.2 Rating diagram Handling during test flight Rating

min. Rating max.

1.2.1 Assembly

Special items none 1 required practice 1-2 negative required effort 1-2 negative

required skills 1-2 negative

possibility of false assembly very remote 1

likely 2 negative

possibility of wheel attachment after market available 1

non after market available negative

1.2.2 Ground handling

static weight very tail heavy 3 negative slightly tail heavy 1 2-3 neutral 1 slightly nose heavy 1-2 2-3 very nose heavy 3 negative travel of looping/rigging tension no travel 1 travel up to 5 cm 1 1-2 travel from 5 to 15 cm 1-2 2-3 travel above 15 cm 2-3 3

1.2.3 Takeoff phase

aerodynamic behaviour very tail heavy 3 negative

slightly tail heavy 1-2 2-3 neutral 1 slightly nose heavy 1-2 2-3 very nose heavy 3 negative

1.2.4 Speeds at straight and level flight

Vmax < 55 km/h negative

low Vmin 1 high Vmin 1-2 negative Vtrim close to Vmin 1-2 negative Vmax > 80 km/h 1-2 2-3 Vmax > 100 km/h 3


1.2.5 Control bar forces

rising moderate to distinct with increasing speed

1 2

rising hardly to medium with increasing speed

2 3

1.2.6 Handling in turns

required effort to enter high 2 negative medium 1 2 low 1-2 3 required effort to terminate high 2 negative medium 1 2 low 1 2 roll rate at entry slow 2 negative medium 1 2 high 1-2 3 roll rate at termination slow 2 negative medium 1 2 high 1 2 AoB at minimum descent rate steady 1 increasing 2 negative decreasing 1 2 general handling in turns nervous, hard to control 3 negative

sluggish, indirect, hard to control

3 negative

1.2.7 Directional stability

no yaw tendency 1 slight yaw tendency, easy

to control 1-2 2

high yaw tendency, easy to control

2 3

high yaw tendency, hard to control

3 negative

1.2.8 Stalls

straight and level flight, control bar pushed forward slowly

distinct noticeable warningby backward tendency of control bar

1

little warning by backward tendency of control bar

2 3

no warning by backward tendency of control bar

3 negative

smooth dive over the nose 1 2

rapid dive over the nose 2-3 negative

smooth diver over the wing

1-2 2-3

hard dive over the wing 2-3 negative


skidding backwards with follow on hard dive over the nose (danger of tumbling)

3 negative

direct spin entry 3 negative

whip stall, straight and level flight smooth dive over the nose 1 2

hard dive over the nose 1-2 2-3

smooth dive over the wing 2-3 negative

hard dive over the wing 2-3 negative

skidding backwards with follow on hard dive over the nose (danger of tumbling)

3 negative

direct spin entry 3 negative

control bar pushed forward slowly during turn

distinct noticeable warning by backward tendency of control bar

1

little warning by backward tendency of control bar

1-2 3

no warning by backward tendency of control bar

negative

smooth dive over the nose 1

smooth dive with constant or increasing AoB

1 2

hard dive over the inner wing

2-3 negative

spin entry over the inner wing

3 negative

flip over to the outside of turn with follow on dive

3 negative

whip stall during turn smooth dive over the nose 1

smooth dive with constant or increasing AoB

1 2

hard dive over the inner wing

2-3 negative

spin entry over the inner wing

2-3 negative

flip over to the outside of turn with follow on dive

3 negative

intentional spin not possible 1 maximum one turn

possible 1 2

duration optional 2-3 negative simple termination 2 difficult termination 2-3 negative


little relieve of pilot during termination ( pitching movement)

1 2

strong relieve of pilot during termination

2-3 negative

pilot falls into the glider during termination

negative

1.2.9 Landing

flare easy to determine 1 1-2 medium to determine 2 2-3 hard to determine 3 flare speed range wide 1 1-2 medium 1-2 2-3 narrow 3 negative required force for flare little 1 1-2 medium 1-2 2-3 strong 3

1.2.10 Special interest items

Characteristics that are out of the usual training or operation parameters and that need special individual training for safe operation

E

2 Test flight program for paraglider type certification

2.1 General

2.1.1 Speed systems The complete test program has to be flown with open and closed trim position if a trim system is delivered with the paraglider. A built in limiter/stop that can not be exceeded has to be integrated in feet activated systems. Following manoeuvres will be tested with fully accelerated paraglider: Straight and level flight Big Ears Frontal collapse Asymmetric collapse Note: The feet activated speed system will be deactivated after the collapse during the last two mentioned manoeuvres.

2.1.2 Manufacturer video Three sections of the test flight programs (see nr. 5 demonstration flight) and the suitability for winching have to be documented/demonstrated by the manufacturer with a video clip, preferably VHS (if quality is sufficient), super VHS or mini DV. The test relevant type has to be shown on this video. The applicable manoeuvres must be clearly visible and matching the according paraglider unmistakeably. Unlabeled or collective spots/clips are not acceptable. A second demonstration flight by the manufacturer is accepted as a substitute for the manufacturer video.


2.1.3 Brake line adjustment The brake lines have to be adjusted in the shortest way without applying brake input to the canopy. Paragliders that have too short or more than 4“ too long brake lines are not acceptable for a test flight and will get a negative rating in this respect. The correct line adjustment will be requested from the manufacturer and half the price of a regular test flight has to be paid. The loose brake grips/handles must be easily reachable in flight. Full steerability has to be guaranteed by the position of the brake line eyelet.

2.1.4 Weight limitations and harness limits The responsible test pilot has to be informed about the weight limits (takeoff weight = overall applied weight at the attachment points + weight of the canopy) together with the demo video or at least prior to the first test flight. That applies also for a manufacturer recommended harness restriction which limits the paraglider to be used with only this specified harness. If the manufacturer wants the certification of the paraglider in connection with a certain harness (certification of harness is a prerequisite), this harness has to be provided by the manufacturer. A reasonable way of loading additional weight (preferably water, up to 20 litres), has to be given.

2.1.5 Demonstration flight The desired takeoff weight (usually on the upper weight limit) has to be specified with the responsible test pilot. The complete demonstration flight program has to be flown in both extreme adjustment possibilities if the paraglider is equipped with a trim system, should there be a feet actuated speed system the under nr. 2.1.1 described program has to be performed additionally. The demonstration flight and the manufacturer video have to contain following maneuvers: Frontal collapse Asymmetric collapse Full stall (symmetric termination) Diving spiral Spin B-stall (if possible according to operation manual) Landing The demonstration program has to be performed like the test program.

2.1.6 Cascade effect Cascade effect is given if an entered manoeuvre leads into a follow on extreme flight condition without any pilot input. Cascade effect is generally negative except if it improves the flight condition of the tested manoeuvre.

2.1.7 Folding lines The use of folding lines, that facilitate collapse on the sides, is required if the design of the paraglider does not lead the A-lines separately to the riser. The folding lines have to be guided separately from the A-attachment points to the A-riser.

2.1.8 Over rotation If the pilots position after 5 seconds or after a 360° turn of the paraglider around the vertical axis is still twisted more than 180° in relation to the canopy, we talk about an over rotation. An over rotation results always in a negative rating.

2.2 Specification of test flight manoeuvres

2.2.1 Takeoff To avoid concealing any certain characteristics/behaviour of the paraglider by the pilot, the symmetrically and bow shaped laid down canopy has to be raised with a steady pull, without any sudden/excessively strong impulse and without any early braking. The test pilot has to be informed up front if a certain takeoff technique should be required.


2.2.2 Straight and level flight The paraglider will be flown with trim speed and no brakes applied for straight and level flight. The maximum airspeed corresponding with the trim speed and the paragliders tendency for roll and pitch induced by any influences will be determined. The paraglider will be rolled by asymmetric brake inputs and the roll dampening will be checked. Pitching will be achieved by rhythmical and symmetrical brake inputs and the movement around the horizontal axis will be evaluated. Besides the trim speed. the complete speed range will be determined.

2.2.3 Handling in turns Multiple turns have to be entered at different speeds and with different steering inputs. Increase of steering/braking force, brake line travel, agility and tendency to spin will be evaluated. The tendency to spin has to be tested without brakes applied and with heavy brakes applied. One brake/steering line has to be continuously pulled down to the point of stall in both cases. Under heavy brakes, the opposite steering/brake line has to be released accordingly. The relation btw action (steering input by the pilot) and reaction (turn entry of the paraglider) is significant for the evaluation of spin tendency and brake line travel. Low tendency for a asymmetric stall is given if action and reaction are connected relatively close.

2.2.4 Symmetric stall

2.2.4.1 Deep stall limit by braking Both steering/brake lines have to be pulled slowly and continuously until the paraglider goes beyond minimum speed and may enter a deep stall. The brake line travel to this point has to be measured in centimetres. After that, both brake lines have to be released slowly and symmetrically within 2 seconds. It has to be checked if the paraglider builds up speed by itself within 4 seconds or if there is a delay. If the paraglider should stay in a deep stall, it has to be terminated by a simultaneous pulling down or pushing forward on both A-risers (same grip position on risers as on takeoff). The brakes will not be released. All other means of termination have to be covered at least with individual hands on instruction.

2.2.4.2 Full stall limit Both steering/brake lines have to be pulled down continuously very slowly until the paraglider goes beyond minimum speed and if applicable beyond deep stall and reaches the full stall point. The brake line travel to the stall point has to be measured.

2.2.5 Frontal collapse The paraglider has to be brought to a frontal collapse over the complete leading edge and minimum 40% of chord by a sudden pull down of the frontal lines over the according riser or folding lines and the reaction of the paraglider has to be evaluated.

2.2.6 Symmetric collapse The paraglider has to be brought to a symmetric stall without any prior acceleration and with the worst possible reaction by a sudden impulsive teardown of all a-lines or folding lines of one side. The collapse should reach maximum 75% of the leading edge and a bending angle of 45% to the horizontal axis. As many B-lines as necessary will be torn down together with the A-lines (of the according side) if the required amount of chord is not reached by tearing down of A-lines only. The lines have to be released as soon as the paraglider has entered the above described state. No corrective action like countering or pumping has to be taken initially. The turn rate, the total amount of turn, turning speed, pitch, roll, altitude loss, stabilization and opening behaviour have to be evaluated. Corrective action has to be taken after a stalemate occurred or at least after 720° of turn whichever occurs first by getting into an upright body position that means counter steering and thereafter with the application of appropriate pro opening inputs on the collapsed side. appendix I.doc 8 von 16 10.04.2003

2.2.7 Asymmetric collapse and counter turn The paraglider has to be flown into a asymmetric collapse up to the worst possible condition by sudden impulsive/violent tear down of all A-lines respectively folding lines of one side without any prior acceleration. The collapse should reach maximum 80% of the leading edge and a bending angle of 45° to the horizontal axis. As many B-lines as necessary will be torn down together with the A-lines (of the according side) if the required amount of chord is not reached by tear down of A-lines only. The lines have to be released as soon as the paraglider has entered the above described state. The paraglider has to be directionally stabilized as quick as possible. A 180° turn in the opposite direction has to be flown afterwards.

2.2.8 Full stall with symmetric termination Both brake lines have to be pulled down to the maximum from the initial stall until a stable fullstall is reached. The brake lines have to be shortened by taking a grip on the rings or by wrapping it around the hands if a full stall is not reached with a normal grip. The brakes have to be released if a stable full stall can not be reached and the canopy coming from the rear reaches a position overhead the pilot. The initial release of the brakes, until the canopy has reached its full wingspan, has to be done slow and symmetrically from there on it can be released quickly but not faster than 1 second. The tendency of the canopy to shoot forward will be evaluated. The paraglider has to be recovered with braking if there should be any danger to the pilot. The paraglider has to be evaluated additionally according to nr. 5 and 6 if it should collapse during this procedure.

2.2.9 Big ears The paraglider will be flown straight and level in a stable condition. About 30% of wingspan will be collapsed on each side by simultaneous pull down of the according lines. The reaction of the paraglider will be monitored. Both ears will be released simultaneously on both sides. The speed system will be deactivated just prior releasing the ears during the accelerated version of the test. The pilot makes no inputs and stays calm for at least 5 seconds or until the paraglider returns to normal flight, whichever occurs first. The pilot has to intervene if the paraglider does not return to normal flight on its own. If the paraglider is equipped with special features for „big earing“, information about it has to be written down in the operation manual and the test pilot has to proceed according to that instructions.

2.2.10 Spin entry from trim speed The spin has to be entered from trim speed by maximum pull down of one brake line. The brake line has to be shortened by take a grip on the ring or by wrapping it around the hands if a stall is not reached with a normal grip. The brakes have to be released btw 270° and 450° of turn after the stall to avoid an excessive shooting forward of the canopy. It has to be checked if the paraglider stays stable during the spin.

2.2.11 Spin entry out of a steady turn The inner brake line has to be pulled down moderately fast to its maximum limit during a steady turn of about 50 meters diameter and medium speed. Both brakes have to be released within 1second at 180° of turn after the pull down.

2.2.12 Diving spiral The paraglider has to be flown expeditiously into a diving spiral with more than 14m/sec descent rate out of the trim speed by asymmetric braking. The brakeline has to be permanently pulled down and released accordingly to avoid an asymmetric stall. The stability of the spiral, the tendency to spin, and the autonomous termination after brake release, respectively the tendency to continue the turn, have to be evaluated. The tendency to continue the turn and the stability of the spiral will be evaluated at a descent rate of 14m/sec, and the termination characteristics is the main point for the evaluation. The descent rate after 720° of turn after the entry has to be determined. No active steering support by shifting of bodyweight will be given for this test flight maneuver, the body has to follow the center of gravity.


2.2.13 B-stall A B-stall has to be tested as follows if it is possible according to the operation manual. The B-risers have to be pulled down expeditiously. The brake grips have to be hold. Termination has to be performed both slowly and fast for test purposes and the reaction of the canopy has to be monitored closely. If a B-stall is not possible according to the operation manual this has to be clearly and unmistakeably written down and mentioned/marked on the tested sample. The deep stall initiated over the rear risers has to be tested for all paragliders that do not allow a B-stall option in the operation manual. The evaluation/rating will be done according to the B-stall criteria.

2.2.14 Landing The paraglider has to be flared with the brakes.

2.3 Rating diagram Handling during test flight Rating

min. Rating max.

2.3.1 Takeoff

inflation characteristics well balanced, expeditious 1 unbalanced 2-3 delayed 1-2 3 rising characteristics rises fairly quick 1 stays back 1-2 2-3 impulsive 1-2 2 tends to overshoot 1-2 3 overshoots and requires braking takeoff speed high 1-2 3 low/medium positive takeoff handling overall simple 1 medium 1-2 2 demanding 2-3 3

2.3.2 Straight and level flight

trim speed at minimum takeoff weight < 30 km/h negative

> 30 km/h positive speed range > 10 km/h positive < 10 km/h negative roll dampening low 2 negative average 1 1-2 high 1 pitch oscillations applies in

extreme situations

directional stability applies in extreme situations


2.3.3 Handling in turns

spin tendency non existing 1 low 1-2 medium 2 2-3 high 3 negative brake line travel low 2 2-3 moderate/high positive agility applies in

extreme situations

increase of steering force non existing 2-3 negative moderately increasing 3 clearly increasing 1 1-2 steer ability without brakes no negative yes positive

2.3.4 symmetric stall by braking

deep stall limit < 50cm negative 50 cm - 60 cm 2-3 negative 60 cm - 75 cm 1-2 2 > 75 cm 1 at max takeoff weight</= 80 Kg

decrease of above values by 5cm

deep stall termination immediate on its own 1 increases speed slowly (</= 4

sec.) 1-2 2

stays in deepstall 2-3 3 standard termination yes 2-3 3 no negative full stall limit < 65 cm 2-3 negative 65 cm - 80 cm 1-2 2 > 80 cm 1 at max takeoff weight</= 80 Kg

decrease of above values by 5cm

full stall with maximum brakes violent stall entry 2-3 smooth stall entry positive backslide applies in

extreme situations

increase of steering force non existing 1-2 3 clearly increasing 1

2.3.5 Frontal collapse

travel > 10 cm positive < 10 cm 3 negative prior acceleration asymmetric opening like 2.3.6 expeditiously independent 1 delayed independent 1 1-2 non independent 2 negative


2.3.6 Asymmetric collapse

maximum collapse characteristics change of course until re-inflation 90° total change of course no angular limit turn rate moderately fast pitch and roll < 45 ° altitude loss moderate stabilization independent reopening independent

1

change of course until re-inflation 180° total change of course no angular limit turn rate low pitch and roll < 45 ° altitude loss moderate stabilization independent reopening independent

1

change of course until re-inflation no angular limit

turn rate very low pitch and roll < 15 ° altitude loss low reopening simple

1

change of course until re-inflation 180° total change of course < 360 turn rate moderately fast with significant

slow down btw 90° and 180°

pitch and roll < 45 ° altitude loss high stabilization independent reopening independent

1-2

change of course until re-inflation 360° total change of course < 360 turn rate low pitch and roll < 45 ° altitude loss moderate stabilization independent reopening independent

1-2

change of course until re-inflation 180° turn rate fast altitude loss high stabilization independent reopening independent

2


change of course until re-inflation 360° turn rate moderately fast altitude loss high stabilization independent reopening independent

2

change of course until re-inflation 360° turn rate slow altitude loss moderate stabilization independent reopening simple pumping motion with brake

2

change of course until re-inflation 360° turn rate fast altitude loss high stabilization independent reopening by pilot

2-3

change of course until re-inflation no angular limit turn rate moderately fast altitude loss high stabilization by pilot reopening by pilot

2-3

not 1 to 2-3 and not jet negative 3 turn rate sudden and too fast, extreme

increase of turn rate

altitude loss to high stabilization opposite braking too difficult reopening reopening too difficult

negative

A canopy is regarded as restored if the flight characteristics are similar to trim speed characteristics no matter if one or more cells are still collapsed. Paragliders with 1, 1-2 and 2 ratings may not have opposite collapses that result in heading changes. Opposite collapse is given if more that 10% of the leading edge are collapsed.

2.3.7 Asymmetric collapse and counter turn

stabilization uncomplicated, long travel and significant increase in force

1

moderate travel and no stall tendency

2

not 1 or 2 not jet negative 3 opposite braking too difficult or

stall

negative


counter turn simple without tendency to stall 1 demanding counter turn and stall

onset clearly noticeable 2-3

counter turn not possible and simple reopening

3

2.3.8 Full stall symmetric termination

behaviour after initiation behaviour during maintained full stall

positive

clearly noticeable tendency to rotate opposite

applies in extreme situations

reaction low overshoot tendency positive moderate overshoot tendency positive strong overshoot tendency 2 more than 90° overshoot or

unloading and acceleration of the pilot towards the canopy

2-3 negative

collapse as nr. 2.3.6 front stall as nr. 2.3.5

2.3.9 Big ears

initiation easy positive demanding 2-3 3 termination expeditious independent 1 accelerates slowly (</= 4 sec.) 1-2 2 continuous deep stall 2-3 negative not on its own as nr. 2.3.5

and2.3.6

2.3.10 Spin entry from trim speed

termination independent 1 overturning < 90° 1 overturning 90-180° 1-2 overturning 180-360° 2 3 overturning 360-540° without

collapsing 2 3

overturning > 540° with collapse 2 3 extreme positive overturning

results in higher rating value

reaction tendency to overshoot sideways applies in extreme situations


2.3.11 Spin entry out of a steady turn

reaction overshoot sideways low tendency positive overshoot sideways moderate

tendency positive

overshoot sideways high tendency positive appendix I.doc 14 von 16 10.04.2003

more than 90° sideways overshoot and unloading and acceleration of the pilot towards the canopy

2-3 negative


2.3.12 Steep spiral

initiation easy 1 average 1-2 2 difficult 2-3 3 extremely difficult negative violent with high descent rate applies only

in extreme situations

tendency to spin non existing 1 low 1 1-2 moderate 2 2-3 high 3 negative termination independent, overturn</= 180° 1 overturn 180° - 360° 2 overturn >360° 2-3 negative not on its own 3 negative overturn means: no tendency of the paraglider to terminate the spiral on its own; the descent rate after 720° will be published for information

paragliders with 1, 1-2 and 2 rating may not produce a stable diving spiral up to 14m/sec descent rate; should a stable diving spiral occur above the mentioned values it has to be evaluated as follows:

no acceleration, descent rate simply to control and easy termination

1 1-2

no acceleration, descent rate and termination controllable by pilot without any extraordinary effort by the pilot

2

2.3.13 B-stall

initiation easy 1 difficult 2-3 3 termination expeditiously independent 1 accelerates slowly (</= 4 sec.) 1-2 2 continuous deep stall 2-3 negative



not on its own as nr. 2.3.5 and 2.3.6

2.3.14 Landing

termination early 2 average 1 touchdown speed high 1-2 landing characteristics simple

1

average 1-2 2 difficult 2-3 3

Appendix II

to airworthiness specifications for hang gliders and paragliders

1 Rating of hang gliders

For the final classification the sample will be assigned to one of the following categories according to the highest rating during the test flights :

1 = for pilots that are looking for easy to handle hang gliders (for example due to non regular flying)

2 = for pilots that own a „Beschränkter Luftfahrerschein“ (limited/restricted air sports license) for hang gliders and that prefer enjoyable flying

3 = for pilots that own an „Unbeschränkter Luftfahrerschein“ (unlimited/unrestricted air sports license) for hang gliders and that fly frequently and in short terms

E = special instructions mandatory (for example due to unusual steering)

G = special harness mandatory for official approval/certification

Intermediate ratings 1-2 and 2-3 are possible, E and G are additional labels

2 Rating of paragliders

For the final classification the sample will be assigned to one of the following categories according to the highest rating during the test flights:

1 = paragliders with non demanding, easy to handle flight characteristics that don´t punish mistakes

1-2 = paragliders with non demanding flight characteristics

2 = paragliders with demanding flight characteristics and dynamic reactions to malfunctions and pilot mistakes; for pilots that fly on a regular basis

2-3 = paragliders with very demanding flight characteristics and heavy reactions to malfunctions; narrow margin for pilot mistakes; for experienced pilots that fly on a regular basis

3 = paragliders with very demanding flight characteristics and very heavy reactions to malfunctions; no margin for pilot mistakes; for experienced pilots that fly to the utmost extent

E = special instructions mandatory (for example due to unusual steering)

G = special harness mandatory for official approval/certification

E and G are additional labels

appendix II.doc Seite 1 von 1 04.01.2003 14:22

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