PL 2

Airworthiness requirements SFD Paragliders

Text as of: 01. 04. 1998

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Content

INTRODUCTION
TITLE 1 - GENERAL INFORMATION
TITLE 2 - PROCEDURES
TITLE 3 - EQUIPMENT
TITLE 4 – TESTING CONDITIONS
TITLE 5 – PROCEDURE OF TESTS
TITLE 6 - FLIGHT TEST RECORD
TITLE 7 – STRENGTH TESTS
TITLE 8 - PARACHUTE GLIDER MANUAL
TITLE 9 - LABELING
APPENDIX A – TECHNICAL BACKGROUND
APPENDIX B
APPENDIX C
APPENDIX D

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The submitted documents define the requirements for the airworthiness of paragliders and describe flight tests that enable the characteristics of a paraglider (hereinafter referred to as PK), to be measured and classified into classification classes.

Chapter 1 - general information

PK is divided into five categories:

• standard (A)
• executive (B)
• competitive (C)
• tandem (for two people) (T)
• prototypes - untested PK - TP yellow color, group (Z)

The difficulty of these four categories can be simply defined as follows:

STANDARD PK – First of all, beginners and pilots with a low frequency of flying should choose from this category. PKs of this category are characterized by excellent stability around all axes and a high degree of passive safety, which is primarily due to low sensitivity to imprecise and insensitive steering interventions. Overall, these PKs are very manageable. These PKs must pass all test modes.

EXECUTIVE PK – Those who regularly fly can opt for parachutes that are more difficult to pilot. These PKs have higher performance, but still maintain good stability and allow a sufficiently trained pilot an uncomplicated return to normal flight mode after canopy deformation or special flight mode.

COMPETITION PK – This category is suitable for pilots who fly very often and who, based on training, can react quickly and deliberately to any situation in the air. Therefore, the manufacturer's instructions are followed as closely as possible for these PK tests.

TANDEM PK – This type of PK is suitable for an experienced pilot who intends to take a passenger with him. In this sense, the PK must be subjected to special tests, as it must show special stabilization tendencies and quickly return to normal flight mode after canopy deformation.

Comparison table of foreign PK tests

1. SCOPE

These requirements define the course of tests for PKs under flight conditions, according to which it is possible to objectively estimate the behavior of PKs in all test modes. In the case of untested PKs, the provisions regarding the properties and quality of the materials used and the scope of the technical documentation, as specified in Annex A, are binding.

Chapter 2 – Procedures

2.1 The PK intended for testing must be tuned and ready to fly and must correspond in all details to the PK of the given type as it is or will be offered to customers.

2.2 The manufacturer must state the performance category of the demonstrated model and submit the required technical documentation, flight manual, flight log and video of the tests. In case of unsatisfactory quality of the video recording, either in terms of the performance of the test pilot or the video technician, the manufacturer must take a new recording. If necessary, they must perform a demonstration flight in front of the examiner in charge.

2.3 In the event that the maximum permissible load in the manufacturer's data exceeds 1,3 times the minimum permissible load, test flights will be carried out by two pilots, with the weight of the first being close to the minimum permissible weight and the second to the maximum permissible weight.

2.4 It must be clearly understood from the flight manual which straps are to be used and what trimming is desired. If there is an adjustable device on the PK, the test is performed in the most unfavorable configuration in terms of the flight characteristics of the PK. The entire test must be videotaped.

Chapter 3 - equipment

3.1 The pilot must have the following equipment:

• helmet,
• a radio station for flight maneuver announcements and for in-flight comments,
• life vest,
• a load system with which the weight can be adjusted according to the manufacturer's prescription,
• rescue system

3.2 Equipment on the ground:

• video camera with the possibility of high magnification,
• radio station with a direct connection to the pilot so that commentary can be recorded directly on video film

Chapter 4 – test conditions

4.1 Meteorological conditions

In the test flight area, the wind speed must be below 20 km/h. There is no thermal flow in the test flight area.

4.2/XNUMX/XNUMX Video

The video footage must be filmed with a camera with strong magnifying optics so that the pilot's movements and interventions are noticeable. Each flight maneuver is filmed in a certain axial direction, which the pilot follows during the flight - as much as possible.

The video recording must be of such quality that it ensures the successful evaluation of the flight tests. Each flight maneuver must be accompanied by the pilot's commentary to the extent necessary, i.e.: the name or number of the flight maneuver and a description of control interventions (where appropriate for later evaluation).

Chapter 5 – the course of the tests

5.1 Terminology

spontaneous return to normal flight mode
it happens without pilot intervention

controllable flight
A PK is considered controllable when, even if the canopy remains partially folded (up to 40% of the span), the pilot is able to make a 180° turn in any direction.

normal flight mode
Flight is referred to as normal flight mode when the canopy is fully inflated and flies straight without pilot intervention.

special flight mode
The flight is referred to as a special flight mode if the canopy of the PK is deformed to the extent that it is not controllable, or the values ​​of the angle of attack, tilt or slope deviate from the normal values.

pilot intervention
here, every tilt in the harness and every grasp of the controls or the relevant PK control device in flight and its activation are counted.

adjustable device
adjustable equipment (for flight control) means additional systems by which the speed can be changed without using classic control. Basically, we divide devices into two groups:

a) trim – by adjusting it, a permanent change of the canopy setting is achieved without spontaneous return to the starting position.
b) accelerator (“pedal”) – this is a system that is usually controlled by the feet and that spontaneously returns to the starting position as soon as the pilot ends his intervention.

advance shot of the canopy
this is the movement of the PK canopy along part of the circular track, around the transverse axis, in the direction in front of the pilot. The value of the lead angle is given in relation to the vertical plane.

5.2 Overview of flight maneuvers and required video camera shots

Note: the control lines are provided with a strip of light fabric (width 5 cm, length 100 cm) so that the pilot's controls are clearly visible and can be evaluated

5.3 Execution of flight maneuvers and requirements for behavior in flight

NEVER Start

Use for: A, B, C, T
Subject of the test: Checking the comprehensibility of the flight manual and the behavior of the PK during take-off.
Cont. equipment: Set according to the instructions in the flight manual.
Test Procedure: The pilot must adjust and prepare the paraglider according to the manufacturer's instructions in the manual. Then it will start.

Rating:
ALL CATEGORIES
Using the instructions in the manual, it must be possible to take off successfully with the paraglider.

5.3.2 Landing

Use for: A, B, C, T
Subject of the test: Checking the characteristics of the PK during landing. The landing must be feasible without complicated maneuvers.
Cont. equipment: Set according to the instructions in the flight manual.
Course of the test: For landing, the pilot will use only the control lines.

Rating:
ALL CATEGORIES
It must be possible for the pilot to land on his feet without complicated maneuvers.

5.3.3 Range of speeds

Use for: A, B, C, T
Subject of the test: Determination of PK speed range. The user is informed about the results.
Cont. device: Trim is set to minimum speed, accelerator is not activated.
Test procedure: The highest speed of the parachute is measured in controlled flight for 10 seconds, then the minimum speed in controlled flight is measured for 10 seconds. The measurement takes place without interruption, and the results are recorded graphically or numerically.

Rating:
A – STANDARD PK
The difference between the highest and lowest measured speed must be at least 10 km/h.
B – EXECUTIVE PK
The difference between the highest and lowest measured speed on a PK trimmed to slow (limit value of the trimming device) must be at least 10 km/h.
C – RACING PK
There is no prescribed speed range for these models, however speeds achieved will be recorded.
T- TANDEM PK
The difference between the highest and lowest speed achieved must be at least 15 km/h.

5.3.4 PK behavior when using a control device without using control cords

Use for: A, B, C, T
Subject of the test: The glider must not have a tendency to front stall at higher speeds and to switch to parachute flight mode at lower speeds.
Test progress:

a) at minimum speed: the trim is set to the “minimum speed” position. This setting must be maintained for 10 seconds while the flight characteristics of the PK are observed. Speed ​​measurement is done without interruption, and the results are recorded graphically or numerically.
b) at maximum speed: the trim is set to the “maximum speed” position, the accelerator fully depressed. This setting must be maintained for 10 seconds while the flight characteristics are observed. Speed ​​measurement is done without interruption, and the results are graphically plotted.

Rating:
ALL CATEGORIES
The flight must take place without defects, changes in flight characteristics are not tolerated. The total speed range is calculated and plotted.

5.3.5 Stability around the transverse axis

Use for: A, B
Subject of the test: Checking the stability of the PK around the transverse axis.
Cont. device: Trim is set to maximum speed, accelerator is not activated.
Test progress: The pilot reduces the speed using the control lines. At the first signs of a parachute flight mode, the control lines immediately release.

Rating:
A – STANDARD PK
No pre-shot over 45°, snapping allowed unless there is a change in flight direction.
B – EXECUTIVE PK
No pre-shoot over 90°, stalling allowed as long as the flight path does not change by more than 90°. The glider immediately goes into controllable flight.

5.3.6 Selecting the parachute flight mode (sackflug) induced by the control lines

Use for: A, B, C, T
Subject of the test: It is tested whether it is possible to return to normal flight mode with the PK following the parachute flight mode
Cont. device: Trim is set to minimum speed, accelerator is not activated
Test progress: The pilot brakes the parachute using the control lines until its flight path is almost vertical, but the flow has not yet completely broken off. At the moment of the parachute flight mode, the pilot returns the control lines slowly and evenly to the up position. If the paraglider remains in parachute mode through this maneuver, the pilot will intervene after a waiting time of 4 seconds in a manner that corresponds to the instructions in the manual.

Rating:
A – STANDARD PK
The time to leave the parachute flight mode phase is under 4 seconds, the pre-shoot is less than 45°. No change of flight direction above 90°.
B – EXECUTIVE PK
The time to exit the parachute flight mode phase is under 4 seconds. The lead is less than 90°. No change of flight direction above 90°.
C – RACING PK
The lead is less than 90°. Restoring controllable flight attitude within the next 4 seconds.
T – TANDEM PK
The time to exit the bag flight phase is under 4 seconds. The lead is less than 90°. No change of flight direction above 90°.

5.3.7 Selection of the parachute mode of flight induced by the “B” series of cords – slowly released (C – cords or other systems are described in the operating instructions).

Use for: A, B
Subject of the test: It is tested whether it is possible to get back into normal flight mode following the parachute flight mode. At the same time, it is tested whether the "B stall" can be used with acceptable safety in case of an emergency for an accelerated descent. Furthermore, the stability around the transverse axis is tested.
Cont. device: Trim is set to minimum speed, accelerator is not activated
Test procedure: The pilot pulls a series of cords behind "B" until he reaches as vertical a flight direction as possible. He then slowly releases her. If it remains in parachute flight mode, it waits 4 seconds and then engages in a manner consistent with the instructions in the user manual.

Rating:
A – STANDARD PK
Foreshot less than 45°. Clicking is permissible if it does not change the direction of flight. The glider independently returns to controllable flight.
B – EXECUTIVE PK
Pre-shot less than 90°. After the pilot's intervention, the paraglider is controllable again in 4 seconds.

5.3.8 Selection of Parachute Mode of Flight Invoked by “B” Row of Cords – Sudden Drops (C-cords or other systems are described in the instruction manual)

Use for: A, B, C, T
Subject of the test: It is tested whether it is possible to return to the normal flight mode with the PK following the parachute flight mode phase. At the same time, it is tested whether it is possible to perform this maneuver safely, with the spontaneous release of the control lines. Furthermore, the stability around the transverse axis is tested.
Cont. device: Trim is set to maximum speed, accelerator is not activated.
Test procedure: The pilot pulls the “B” row of lines until he reaches as vertical a flight direction as possible. Then the “B” row quickly drains. If it remains in parachute flight mode, it waits 4 seconds and then engages in a manner consistent with the instructions in the flight manual.

Rating:
A – STANDARD PK
The lead is less than 45°, snapping is permissible. if the direction of flight does not change. The glider will independently return to controllable flight.
B – EXECUTIVE PK
The lead is less than 90°. After the intervention of the pilot, the glider is controllable again in 4 seconds.
C – RACING PK
The lead is less than 90°. After the intervention of the pilot, the glider is controllable again in 4 seconds.
T – TANDEM PK
The flight maneuver is performed according to the instructions in the manual. If this maneuver is prohibited in it, this test does not take place. The parachute must be controllable again in 4 seconds after the pilot intervenes.

5.3.9 Ease of cornering, cornering behavior

Use for: A, B, C, T
Subject of the test: Testing whether the parachute demonstrates good cornering behavior.
Cont. device: Trim is set to minimum speed, accelerator is not activated.
Test progress: The pilot flies a 360° turn in one direction, reverses the direction of rotation and completes another circuit.

Rating:
A – STANDARD PK
The turn is flown without tilting the pilot in the harness. The entire maneuver must not last longer than 18 seconds (the time is measured from the first intervention of the pilot to the steering after completing the second 360-degree turn)
B – EXECUTIVE PK
The turn is flown with a lean in harness (if applicable), the whole maneuver must not take more than 20 seconds.
C – RACING PK
The turn is flown with a lean in harness (if applicable), the whole maneuver must not take more than 23 seconds.
T – TANDEM PK
The turn is flown without leaning in the harness, the whole maneuver must not last more than 23 seconds.

5.3.10 Maneuverability

Use for: A, B, C, T
Purpose of the test: To determine if a PK can be made to make a quick turn to avoid a collision without causing flight problems.
Cont. device: The maneuver is performed twice, the first time the trim is set to minimum speed, the second time to maximum speed. The accelerator does not activate.
Test procedure: In flight with the control lines fully extended, the pilot pulls the control line with maximum force. As soon as the change in flight direction reaches 90°, he releases the line again, waits for stable flight and performs the same maneuver in the other direction.

Rating:
A – STANDARD PK
May not change flight characteristics.
B – EXECUTIVE PK
It must not change the flight characteristics, weight transfer is permissible if it is indicated in the manual.
C – RACING PK
It can change flight characteristics if it spontaneously returns to controllable flight after control is released.
T – TANDEM PK
May not change flight characteristics. Weight transfer is permitted if specified in the manual.

5.3.11 Wingover

Use for: A, B, C, T
Subject of the test: It tests whether there is a tendency to roll in a turn and, furthermore, how well the PK returns to the flight position.
Cont. device: The maneuver is performed twice, the first time the trim is set to minimum speed, the second time to maximum speed. The accelerator does not activate.
Test procedure: The pilot flies a series of turns in rapid succession with a yaw angle of at least 45°. At maximum swing, it must be followed according to the instructions in the manual.

Rating:
A – STANDARD PK
No clicking, no change in flight characteristics.
B – EXECUTIVE PK
A stall is permissible if a spontaneous return to the normal flight mode is possible during the following swing by a maximum of 90° (measured from the moment of the stall after reaching the normal flight mode).
C – RACING PK
Stalling is permissible if it is possible to return to controllable flight (with the intervention of the pilot) during the following swing by a maximum of 90° (measured from the moment of stalling to achieving controllable flight).
T – TANDEM PK
No clicking, no change in flight characteristics.

5.3.12 Compensation of asymmetric click

Use for: A, B, C, T
Subject of the test: The aim of this test is to simulate the known turbulent effect on the return to normal, or controllable flight.
Cont. device: Trim is set to maximal speed, the accelerator does not activate.
Test Procedure: The pilot causes an asymmetrical click in ratio 55% (±5%) span with a 45° angle to the transverse axis of the PK canopy. To be able to do this flight maneuver, he will help himself with some of the means of his choice (special cords, carrying straps...). After tipping, the pilot in the harness leans over to the tipped side and during the next 4 seconds misses any intervention with the control lines. If necessary, follow the instructions in the manual to get the PK into controllable flight.

Rating:
A – STANDARD PK
The PK returns to controllable flight in less than 4 seconds, while the change in flight direction is less than 180°.
B – EXECUTIVE PK
If there is no spontaneous return to normal flight mode after a 360° turn, or after 4 seconds, the pilot intervenes according to the instructions in the manual. Then the PK must return to controllable flight after less than 90° and 4 seconds.
C – RACING PK
If a return to controllable flight does not occur after a 360° turn, the pilot intervenes according to the instructions in the manual. The parachute must then return to controllable flight after less than 360° and 4 seconds.
T – TANDEM PK
If the return to controllable flight does not occur after a 360° turn, the pilot intervenes according to the instructions in the manual and then the PK must return to controllable flight after less than 90° and 4 seconds.

5.3.13 Selection of long-lasting asymmetric tilting

Use for: A, B, C, T
Subject of the test: The aim of this test is to simulate the known turbulent effect on the PK and to observe the effects that this effect has on the PK and to observe the effects that this effect has on the return to normal flight mode, or controllable flight and test whether it is possible to select a turn that has been held in test mode for two 360° turns.
Cont. device: Trim is set to maximal speed, the accelerator does not activate.
Test procedure: The pilot causes an asymmetric snap in proportion to the span of 55% (± 5%), with an angle of 45° to the axis of the canopy. In order to carry out this flight maneuver, he will help himself in one of the ways of his choice (special cords, carrying straps, etc.). He shifts his weight to the latched side and holds this position for two 360° rotations (if physically possible). He will then immediately drop the proceedings.

Rating:
A – STANDARD PK
After less than a 360° turn, it returns spontaneously to normal flight mode. Pilot engage as directed in the manual and achieve normal flight mode after less than 90° turn from impact.
B – EXECUTIVE PK
If there is no return to normal flight mode after 360° or after 4 seconds, the pilot intervenes according to the instructions in the manual. Then the PK must return to controllable flight after less than 360° and 4 seconds after the start of the pilot's intervention.
C – RACING PK
If there is no return to normal flight mode after a 360° turn or after 4 seconds, the pilot intervenes according to the instructions in the manual. Then the PK must return to controllable flight after less than 360° and 4 seconds after the start of the pilot's intervention.
T – TANDEM PK
Spontaneous return to controlled flight after less than 2 x 360°.

5.3.14 Corkscrew

Use for: A, B, T
Subject of the test: Observe alignment from intentionally induced "spinning" and observe stability around all three axes.
Cont. device: Trim is set to maximal speed, the accelerator does not activate
Test procedure: The pilot brings the PK to its minimum speed using the control lines, then pulls one control line all the way, while fully releasing the other. It holds this position for the duration of LA 360° rotation and then returns the control to the starting position.

Rating:
A – STANDARD PK
It must spontaneously return to controllable flight. After interrupting the test, the PK may make a maximum of one more 360° turn in the same direction as the turn.
B – EXECUTIVE PK
The glider can continue spinning for a maximum of one more 360° turn. Then, during a 90° turn, it must spontaneously return to controllable flight.
T – TANDEM PK
It must spontaneously return to controllable flight. After interrupting the test, the PK may make a maximum of two additional 360° turns in the same direction as the turn.

5.3.15 Asymmetric current separation

Use for: A, B, T
Subject of the test: It is to be determined whether PK can return from an unforeseen asymmetric flow separation back to normal or controllable flight.
Cont. device: Trim is set to maximal speed, the accelerator does not activate.
Test procedure: The pilot brakes the PK to a minimum speed, then further pulls one control line until an asymmetric flow separation occurs. Then he forcefully releases the control lines.

Rating:
A – STANDARD PK
The PK must spontaneously return to controllable flight without veering off course by more than 90° to one side or the other.
B – EXECUTIVE PK
When a return to normal or controllable flight has not occurred even after a 180° turn, the pilot must intervene according to the instructions in the manual and achieve normal flight after less than a 90° turn after the intervention.
T – TANDEM PK
When a return to normal or controllable flight has not begun even after a 180° turn, the pilot must intervene according to the instructions in the manual and achieve normal flight after less than a 90° turn after the intervention.

5.3.16 Front stall

Use for: A, B
Subject of the test: The aim of this test is to simulate the known turbulent effect in flight.
Cont. device: Trim is set to maximum speed, accelerator is not activated.
Test Procedure: The pilot grabs the front support straps and pulls them down so that the leading edge folds over. Once this happens, the pilot releases the straps (he does not use the steering during this test).

Rating:
A – STANDARD PK
Spontaneous return to normal flight mode within 4 seconds. while the pre-shot angle can reach a maximum of 45°.
B – EXECUTIVE PK
If the PK has not returned to controllable flight within 4 seconds, the pilot must intervene according to the instructions in the manual. After another 4 seconds, the PK must get into controllable or normal flight mode, while the change in flight direction must not be greater than 45° in relation to the flight axis, at the beginning of the hit. The pre-shot angle must be less than 90°.

5.3.17 Spiral

Use for: A, B, C, T
Subject of the test: The aim of this test is to determine whether the PK will return to normal flight mode after a series of 360° turns.
Cont. device: Trim is set to minimum speed, accelerator is not activated.
Test progress: The pilot puts the PK into a spiral. After the PK is obviously put into spiral flight mode, the pilot maintains this mode for two 360° turns and slowly releases control at the beginning of the third.

Rating:
A – STANDARD PK
The PK will spontaneously return to normal flight mode within less than a 360° turn after release of control.
B – EXECUTIVE PK
The PK will spontaneously return to normal flight mode within less than a 360° turn after release.
C – RACING PK
If the PK has not returned to controllable flight before the end of the last 360° turn and remains in spiral flight, the pilot intervenes according to the instructions in the manual. Then it must be able to get into controllable flight within less than a 360° turn.
T – TANDEM PK
PK will spontaneously return to controllable flight within less than 2 x 360°.

Chapter 6 – flight test protocol

The following information must be included in the report:

• category assumed by the manufacturer
• test results 5.3.1 to 5.3.17
• manufacturer name
• type and designation of the tested paraglider
• the name of the test pilot
• take-off weight during tests
• type of harness used
• composition of the commission of judges

The following documents are attached and archived as attachments to the test report:

• technical documents as defined in the appendix A
• flight manual (see attachment A)
• videotape with test recording
• the paraglider with which the tests were carried out

Chapter 7 – strength tests

7.1 Requirements

7.1.1 Impact load – during the test, the PK must not be damaged
7.1.2 Permanent load – the PK must not be damaged during the test

7.2 Test methods

7.2.1 Equipment

a) Tractor – a loaded tractor is used, capable of acting on the PK with a force greater than 6 N. The tractor is equipped with equipment for connecting the glider and devices necessary for measuring and reading various test parameters (see Appendix D, Fig. 000 and 1).
b) Coupling calibrated to break instantly at 6 N with 000 N tolerance.
c) A rope 60 m long, capable of withstanding a greater force than the calibrated coupler.
d) Electronic sensor equipped with a tensometric sensor for force measurement.
e) A measuring device that graphically shows the dependence of load (N) on time (s).

7.2.2 Video recording equipment – ​​the test must be recorded on VHS format videotape.

7.3 Test sample

A PK sample identical to the manufacturer's data for the relevant type shall be subjected to the tests.

7.4 Meteorological conditions

Wind speed up to 5 m/s.

7.5 Shock load test

7.5.1 Principle

The paraglider is subjected to a shock load due to its inflation and a visual inspection is carried out for damage to the wing.

7.5.2 Test procedure

The test equipment is shown in Fig. 1 of Annex D. The numbers in parentheses correspond to the legend in Fig. 1.
The first shock load test shall be carried out using a calibrated coupling to limit the load to 6N.
PK is placed on the ground so that it can be filled quickly.
Straps (2) are attached to a strength coupling (3) and then to a 60 m long rope (4), the long end of which is connected to one or more electronic sensors (5).
The ropes are laid on the ground in such a way that the distance between the rear axle of the tractor and the strength coupling is 8 m to 10 m so that the shock load test can take place almost immediately.
The test is recorded on video.
The speed of the tractor increases as fast as possible until:

a) the strength coupling does not crack, or
b) there will be no damage to the glider

7.6 Continuous load test

7.6.1 Principle

The PK is towed by the tractor until an average load factor is reached, which corresponds to eight times the highest gross weight in flight recommended by the manufacturer.
After the end of the strength test, the wing is inspected with the naked eye to see if it has been damaged.

7.6.2 Test procedure

The test equipment is shown in Figure 2 of Annex D.
The parachute straps connect to the electronic sensors 0,8 m behind the tractor.
A test technician is present on the tractor, who uses control lines to stabilize the wing.
The test is recorded on video.
The speed of the tractor is increased as evenly as possible so that the test engineer can satisfactorily stabilize the glider's flight and that the load factor is kept less than three times the maximum sustained load.
When the glider is stabilized, the speed is continued to increase until the load achieved corresponds to an average load factor equal to eight times the highest total take-off weight recommended by the manufacturer. The minimum duration of this load is 5 s.

7.7 Inspection

At the end of each flight test, the wing must be inspected for damage, such as cracks, broken cords, deformation of individual parts of the cover, etc.

7.8 Test Record

The test record must contain at least the following information:

a) name and address of the manufacturer
b) type of tested PK
c) the date and place of the examination
d) video recording of the test
e) test details, i.e. load values ​​in N and load duration in sec.
(f) details of any test damage.

Chapter 8 - Paraglider Manual

Each paraglider must be accompanied by a user manual (flight manual) containing the following details:

• technical data (defined in the appendix A)
• pre-flight inspection and preparation of PK for flight
• flight characteristics (defined in Annex A)
• PK inspection interval
• maintenance instructions
• classification after exams

Chapter 9 – labeling

As proof that the PK corresponds to the given standard, the manufacturer places the PK label (see appendix B). Paragliders that have not been issued with a LAA CR type certificate are marked with a label according to the appendix C.

Annex A – technical documents

1. Parts and materials from subcontractors used on PK

List of all parts and materials used on the product. Each item is listed:

– manufacturer's name and trade mark
– substance from which (based on) the material is made
– determining dimension (weight, diameter, width, etc.)

If the material is not equipped with a manufacturer's certificate, it must be subjected to strength tests. For Kevlar cords, in this case, in addition to strength, a cyclic bending test is also required.

2. Technical data

At a minimum, the following information must be provided:

– developed area
– projection area (inflated canopy in flight position)
– span developed
– projection range
– thinness developed
– projection slimness
– maximum profile depth
– the weight of the complete PK
– minimum complete take-off weight
– maximum complete take-off weight

3. Drawing with dimensions and tolerances

It must contain the following:

– upper surface
– lower surface
– chamber partitions and their reinforcements
– build method

4. PK canopy tying system

The applicant will supply a drawing that clearly shows the complete system for tying the canopy. He will also supply a table showing the lengths of all cords used on the PK and a drawing of the strap system with all length data and data on the range of operation of all adjustable devices.

5. Tolerance

The applicant shall state the tolerance ranges for the sewing of straps, cords and cords.
All dimensions are given in centimeters. The exception is the cord diameters (millimeters). Plans can be supplied in the form of PC data stored on conventional media, lacing methods including cord and strap lengths, PK floor plans with cord attachment points and technical data must in any case be supplied in written form.

6. Flight manual

Specifications

– span
– area
– number of chambers
– number of carrying straps
– functional range of the adjustable device in cm
– time intervals for maintenance and inspection
– the range of applicable take-off weights
– PK weight

Description of assumed harnesses

– stabilization system
– recommended carabiner distance

Recommendations for use

The manufacturer's recommendations are very important and have a model form for pilots. In these recommendations, all interventions that are necessary to control the paraglider must be described in advance:

– pre-flight check
– preparation for start and start
– normal flight mode, if an adjustable device is part of the equipment, method of use.
– solving dangerous flight modes:

– parachute flight mode (sackflug)
– asymmetrical click
– stable spiral flight
– a corkscrew
– others at the discretion of the manufacturer

– description of escape maneuvers:

– B stall
– folding of the outer parts of the canopy
– spiral

– landing description
– information on flight characteristics
– speed range without the use of an adjustable device and with the use of an adjustable device (if included in the PK)
– performances

Appendix B

Appendix C

Annex D

 Figure 1, Test equipment for the shock load test

 Figure 2, Test equipment for the continuous load test